MAN B&W Diesel
DIESELFACTS
• SERVICE • ENGINES • TURBOCHARGERS • PROPULSION SYSTEMS • MARINE • STATIONARY •
• 2006 • 1 •
Overhaul success
Factory freezer given
new life
Page 2
Clean two-stroke power
Power station uniting
‘green’ technologies
Page 4
Diesel Academy Expansion
ME training places
expanded globally
Page 5
Crankshaft specialists
Shrink-fitting operation
saves 10 months
Page 6
New engines
K80ME-C and S80ME-C
two-stroke engines
Page 7
Service Center Singapore
Serving the heart of Asia
Pages 8-9
Trans-Pacific engineering
Matson’s boxships
re-engining project
Page 10
MAN B&W PrimeServ
One high-quality global
service network
Page 11
Diesel-electric precision
Chinese confidence in
L27/38 engines
Page 11
Influences on engine design
Matching ambient air
temperatures to engines
Pages 12-13
Modern training courses
New qualification for
MAN B&W Diesel
Page 14
Announcements
Latest news in short
Page 15
Chinese research ships
Off-shore seismic ships
propulsion solution
Back page
ME engine shows real fuel savings
Better than expected performance results in 2.4% fuel saving for Odfjell
Practical ME engine operation-
al experience on Odfjell’s Bow
Firda shows ‘real-life’ fuel sav-
ing of 2.4% compared to their
otherwise similar mechanical-
ly controlled engines. The op-
erator highlights the engine’s
better balance, improved re-
sponse and greater flexibility
as just some of the reasons for
the impressive returns.
The chemical tanker, Bow Firda,
powered by an electronically
controlled MAN B&W Diesel
7S50ME engine, entered service
for Odfjell in 2003. From the be-
ginning, the operator and the
crew have all been very happy
with the performance of the ME
engine.
After glowing reports about the
ME engine by Odfjell staff in var-
ious forums, Dieselfacts took the
opportunity to discuss the expe-
riences of ME engine operation
with Odfjell’s Senior Surveyor
(Machinery), Mr Roald Gravdal.
Mr Gravdal is involved on a
regular basis with both me-
chanically controlled engines
and ME engines. As a Senior
World’s largest dual fuel engine series
51/60DF engines series builds on proven in-service experience
The MAN B&W Diesel Group
launches a new four-stroke
engine onto the market that
not only burns both gas and
Marine Diesel Oil (MDO), but
can also operate long-term on
pure Heavy Fuel Oil (HFO).
This flexibility meets and even
exceeds all requirments from the
marine as well as the stationary
market.
The 51/60DF (Dual Fuel) engines
are based on the well-known
48/60B range. These tried and
tested engines have shown their
excellent reliability in both
marine and stationary applica-
tions across the World. The new
range benefits from the long
Surveyor for Odfjell he coordi-
nates technical reports from 55
vessels in the Odfjell fleet. So
far, he has accumulated four
decades of tanker operation ex-
perience with Odfjell Tankers.
M/T Bow Firda (Odfjell, Norway) steaming towards further impressive results;
since entering service she has regularly returned fuel savings of 2.4%
When asked about the reported
reduction in fuel oil consump-
tion, Mr Gravdal attributed the
drop to the following; “The rea-
son for the lower fuel consump-
tion is attributed to the timing
and balance of the engine. By
experience that MAN B&W
Diesel has gained over decades of
working with smaller dual-fuel
engines, most recently with the
32/40DF range.
looking at the mean indicated
pressure (MIP), we know that the
combustion pressure is exactly
the same on each cylinder. This
means that the balance on the
engine is extremely good. The
MIP deviation is between 0.2 and
0.3 bar, and if you look at the de-
viation in the Pmax, it’s about 1.7
bar. The deviation in Pcomp is
about 1.8 bar on average, so this
is very good.”
Currently, the 51/60DF is the
largest four-stroke gas engine on
the market. MAN B&W Diesel’s
extended product portfolio for
these types of engines now range
Cross-sectional
drawing of the vee-
configured 51/60DF
four-stroke engine
In addition, he also highlights
the need to follow recommend-
ed maintenance instructions
and routines. “When it comes to
these electronic engines, rou-
tine engine maintenance is
about the same. Of course, you
need to keep the turbocharger
in good condition and the air
cooler has to be working within
limits. These are very important
criteria,” states Mr Gravdal.
As environmental regulations
come in to force across the
World, Mr Gravdal points to the
ease that the ME engines adapt
to changing situations, “The
electronic ME engines make it
more easy to comply with the
demands of ever stricter envi-
ronmental regulations and,
make it more easy to efficiently
operate these engines within
these limits.”
“When considering issues relating
MIP, Pmax, Pcomp and emission, all
operating parameters are within
limits, far within limits. Meaning
that these engines are running
in an environmentally friendly
condition.”
continued on page 3
from the in-line, 6-cylinder ver-
sion through to the versatile
vee-configured 18-cylinder unit.
The available power range covers
6,000 to 18,000 kW.
A special common rail pilot oil
injection system makes the
engine exceptionally environ-
mentally friendly.
Being the most powerful dual-
fuel four-stroke engine in its
class, the 51/60DF is not only
aimed at the LNG tanker mar-
ket, but is also ideal for base-
load electricity generation in
power stations with a good gas
connection. ■
2
Factory freezer warming up to a new life
Overhaul success for trawler completed on time
MAN B&W Diesel’s Service
Center Denmark has success-
fully finalised a major main
engine overhaul onboard the
factory freezer trawler
‘Lazurnyy’. The 1988-built ves-
sel is one of four large fishing
vessels owned and operated by
Westrybflot JSC in Kaliningrad,
Russia.
The ‘Lazurnyy’ is powered by two
3500 BHP, 6-cyl. Pielstick PC 2-5
main engines, built under licence
by Russki Diesel. Each engine
drives a 1500 KVA shaft alterna-
tor via a Valmet main gearbox.
Westrybflot selected Service
Center Frederikshavn as they
wanted to improve and optimise
their major engine overhaul pro-
cesses in connection with their
dockings – both with regard to
quality and duration.
When asked what attracted the
owners to Service Center
Denmark, Steen Hviid Mortensen,
Senior Manager of Service Center
Denmark, commented, “We were
able to offer a comprehensive,
tailor-made engine overhaul
package. The customer was rec-
ommended to Frederikshavn as
the ideal one-stop place for dock-
ing and engine overhaul, due to
excellent cooperation within our
group – all the way from SEMT
Pielstick in France to MAN B&W
Diesel in St. Petersburg.”
The engine room on board the Lazurnyy – service centre engineers
removing engine components for checks and reconditioning
Work on the 103-meter ‘Lazurnyy’
started in late November with
the docking done in coopera-
tion with the neighbouring
Orskov Yard.
Mr Mortensen details the scope
of the overhaul, “The two main
engines’ overhaul and classifica-
tion included dismantling the
cylinder heads. These were taken
into our workshop, where all
parts were removed for a detailed
inspection. The fuel valves, ex-
haust valves, inlet valves, safety
valves, starting valve, indicator
cock and valve gear were all thor-
oughly cleaned and control
measured.”
“Results gained from the control
measurements decided which
parts were to be renewed and
which could be redressed by
machining. After machining, the
cylinder heads were pressure
tested and approved by the
Russian classification society.”
“The pistons were also pulled
and taken to the workshop for
dismantling, cleaning and con-
trol measurements. Both ring
grooves and connecting surfaces
between piston crown and pis-
ton skirt were measured and
machined were needed. The pis-
tons were then reassembled
and approved by the owner and
classification society.”
DIESELFACTS
“In addition to dismantling,
cleaning and measuring, the con-
necting rods were inspected for
cracks. After workshop approval,
they were also reassembled and
approved by the owner and clas-
sification society.”
“After cleaning and measuring in
the workshop, the cylinder liners
were honed control measured
followed by approval by the own-
er and classification society.”
“The fuel injection pumps were
dismantled, cleaned and mea-
sured in the workshop. It was Russian factory freezer trawler Lazurnyy berthed at Service Center
decided to replace all the plung- Denmark while undergoing a major engine overhaul
er and barrels. In addition, one
complete fuel pump was re-
placed due to a seizure.” proving the performance of both Kaliningrad, the vessel will pro-
freshly reconditioned engines.” ceed to South African waters and
“Inspection results for the fuel fishing grounds.
injection nozzles in the workshop While at Service Center Denmark,
showed that eight pieces should the ‘Lazurnyy’, MAN B&W Diesel Upon completion of the work in
be replaced and while a further assisted with supplies for other mid December, the ‘Lazurnyy’ re-
four pieces could be overhauled.” onboard equipment, including turned to Kaliningrad to take on-
parts for the fish factory equip- board fishing gear and remaining
“Turbochargers were dismantled ment – proving that the mer- crew. Shortly after returning to
and the basic unit taken to the chant marine environment service, Service Center Denmark
workshop. They were cleaned, around Frederikshavn is still received a letter congratulating
measured, dynamically balanced going strong. the team from Westrybflot’s
and the bearings renewed. The Technical Director, Mr Alexey
housings were pressure tested During the docking, ‘Lazurnyy’ Mishutin stating, “Thank you for
onboard the ship.” still had a crew of 40. However, your attention to the ship’s prob-
when fully operational the vessel lems and for quick and high-
“Main bearings and thrust bear- requires a crew of 72. After quality repairs of the vessel.” ■
ings were opened and inspected
in the engines and approved by
the owner and the classification
society. None of the bearings
needed replacement.”
“All inlet and outlet valves, to-
gether with safety valves, starting
valves and indicator cocks were
cleaned and overhauled to the
approval of the owner and clas-
sification society.”
“While the various components
of the engine where being over-
hauled, MAN B&W Diesel’s ser-
vice center electrical engineers
took the opportunity to overhaul
the shaft alternators, including
chemical cleaning of all the elec-
trical wires in rotor and stator
followed by new lacquering.
Both white metal bearings on Service Center Denmark’s turbocharger balancing machine fine tuning
the shaft generators were also turbine blades – needed for optimising engine combustion conditions
replaced. In addition, two bearings
were recast with white metal.”
“The engine frames and sumps Lazurnyy’s Principal Particulars:
were cleaned in-situ on board the
ship while the parts were in the Length oa: 103.7 m
workshop – enabling a speedy Breadth: 16.0 m
reassembly of the engines.” Depth (main deck): 7.4 m
Draught (loaded): 6.6 m
“After the workshop finished the Deadweight: 1904 tons
parts which needed machining, Load capacity: 1364 tons
together with other replaced Speed: 14.3 knots
parts, both engines were reas- Shipyard: Chernomorskyj, Ukraine
sembled and tested onboard Year of build: 1988
while still berthed along-side Cargo: Frozen whole fish, headed fish, fish
Service Center Denmark. After a meal and fat. Stowage of frozen
successful result, the ship pro- products at a temperature of -28°C
ceeded on an eight-hour sea trial,

continued from page 1
ME engine shows real fuel savings
Mr Gravdal notes that the
choice of operating profiles
available with the ME engine,
including an option for low NOx
operation, makes daily life
easier than ever before for the
engine operators. “Operating
conditions can be easily main-
tained when it comes to the
NOx emission mode by having
an ME electronic engine. When
operating in normal economy
mode, it is our experience
that the fuel consumption is
lower, especially in high load
conditions – we operate these
vessels at close to 100% load.
For example, the Bow Firda
routinely operates at 97.5% of
her maximum continuous
rating (MCR).”
“This is very good. You cannot
keep these levels within pa-
rameters with a conventional
engine, especially when it
comes to the Pmax and MIP. So
we are far within limits.”
“While the main advantages of
the ME engines must be the
ease to which it is possible to
keep within the operation pa-
rameters when it comes to MIP,
Pmax, compression and emis-
sion control, that means that
the engine is perfectly timed.
When it comes to the environ-
ment, the most important
thing is to keep the engine run-
ning as per specification. Fur-
ther, the benefits are, of course,
must be the slightly lower fuel
consumption, due to the engine
having a better timing.”
Dieselfacts was keen to learn
about Mr Gravdal’s and the
crews’ opinion on living with
the ME engines on a daily basis.
“In my role as a Machinery
Surveyor, I have been following
the performance of the ME en-
gines from the beginning. Out
of a total fleet of 95 vessels, I
have 55 reporting mechanical
performance data, including
the Bow Cecil, the first vessel in
the World with an ME engine,
and the Bow Firda. The response
from the maintenance person-
nel is very positive in all aspects,
without complaint. Most of the
maintenance staff are the very
same as those who started with
the vessels. The crew onboard
are very happy to work with
these engines.”
“All Chief Engineers associated
with the vessel agree that the
reliability of the engines is
good. There haven’t been any
serious problems. The elec-
tronic engines have been more
successful compared to con-
ventional engines when it
comes to maintenance and
operation. Without good
“The reason for the lower fuel
consumption is attributed to the
timing and balance of the engine”
Roald Gravdal, Senior Surveyor for Odfjell. Responsible for
coordinating technical reports from 55 vessels in Odfjell’s fleet
maintenance, the electronic
engine does not help. The air
supply to the engine has to be
as good as possible, you can-
not compensate for good
maintenance with electronic
components.”
“For the staff, the ME engine has
made it is easier to see if you
have a fuel with bad combus-
tion properties. You know you
have a constant reading from
the engine all the time, you are
online, which means it’s very
easy to monitor the Pmax in the
engine. If something happens
like a change in the bunker
quality, you can easily see it
with an ME engine. This is a big
benefit.”
The operating profile of the
Bow Firda results in the need
for the vessel to pay special at-
tention to emissions while still
ensuring long-term engine
availability.
Dieselfacts asked Mr Gravdal
about the ME engine’s suitabil-
ity to comply with the strict
emission regulations and still
maintain long-term engine in-
tegrity at a reasonable cost.
“When it comes to this cylin-
der lubrication, and a need to
use a low sulphur lube oil, it is
more easy to set and maintain
a correct feed rate. Today,
Odfjell has three major ports
for lube oil supply, Rotterdam,
Houston and Singapore, with
Rotterdam as the main bun-
kering point. So far, supplies
of lube oil have not been a
problem.”
“The electronic Alpha Lubricators
fitted on the Bow Firda confirm
a slightly lower lube consump-
tion, somewhere in the range of
1.04 g/kWh. However, we believe
DIESELFACTS
that lube oil consumption can
be reduced even further and in
the last year we started to look
at lube oil loss through the
stuffing boxes.”
“Compared to other lubricators
in sister vessels, lube oil use is
in the range of 1.36 g/kWh. This
results in a saving by the
Alpha Lubricators of 0.32 g/kWh.
Other vessels fitted with the
Alpha Lubricators, like the Bow
Favour and Bow Chain, report
similar savings.”
The ME engine has some con-
trol features and routines that
are new to the crews. Dieselfacts
asked Mr Gravdal how the crew
had adapted to the new technol-
ogy. “In the longer term, the
workload of the crew is the
Bow Firda’s engine room containing the electronically controlled 7S50ME-C main engine
same. Although, the skills re-
quired by the crew tend to be
higher. The staff are used to
these engines now. They know
exactly how to handle them. So
I think the work load is about
the same as for conventional
engines. Because the staff need
to know what they are doing,
when they are doing adjust-
ments, they need to know more
about the conversion process.
Electronic engines need to have
better qualified people to get
the best out the engines.”
When asked to sum-up the im-
pact of the ME engines, Mr
Gravdal states, “The end result
makes it possible to operate the
engine very close to the MCR.
This makes many things easier,
including maintenance. This
will be more easy because no
parts of the engine are running
in an overloaded condition. No
problem with pistons and cyl-
inder liners nor exhaust valves.”
“When it comes to the cylinder
oil of course, it’s better because
the pistons are in a more opti-
mal condition – an improve-
ment largely due to the Alpha
Lubricators.”
“As for the future, the chal-
lenge for the ME engine, and
engines of all types, is to fur-
ther reduce operating costs
while keeping an eye on the
environmental aspects of ves-
sel operation. I’m quite sure
that this last aspect will be the
more important in years to
come.” ■
3
Executive statement:
Thomas S. Knudsen, Senior
Vice President, Research &
Development Two-stroke,
MAN B&W Diesel.
“We are very pleased to
receive reports showing an
engine operators satisfac-
tion with the engine we
have designed. Odfjell was
the first operator to take
delivery of an electronically
controlled ME engine. There
are more than 30 ME en-
gines in daily operation
throughout the World to-
day, and a further 250 are
on order in all engine sizes.”
“The Bow Firda is a pioneer
vessel for us and we are
proud of her unrelenting
service. Every day, owners,
operators and crews can be
guaranteed safe, reliable
and economical engine
operation. Environmentally-
friendly engine operation
makes the ME engine the
choice for now and the
future.”
4
DIESELFACTS

Uniting technologies for a cleaner environment

Korean two-stroke power setting the pace for green energy
The successful and speedy
commissioning of the Jeju
Diesel Power Plant, located on
island of Cheju on Korea’s
southern-most point, was the
result of close cooperation
between world leaders in a
range of technologies.

The plant’s owner, Korean

Midland Power Co. Ltd., worked
very closely with a number of
contractors to create a single
movement of direction for the
highly successful completion of
such a large and complex
project.
The Jeju Power Plant. The ESP plant can be seen sited The MAN B&W Diesel 12K80MC-S two-stroke diesel
At the heart of the power plant between the chimney (left) and the main engine house engine in the Jeju Diesel power plant. For this plant,
(right). The DeSOx plant is the cylindrical structure to the engine was rated at 43.9 MW at 109.1 r/min
lies an MAN B&W Diesel the left of the stack
12K80MC-S two-stroke engine,
supplied by the Doosan Engine
Co. Ltd., which produces after only 13 months following unanswered. While the harmonic Emission limits:
43.9MW at 109.1 r/min. The ‘groundbreaking’. Given the coordination of local Korean con-
system also utilises technolo- number, variety and size of the tractors lead to well-intentioned Sulphur oxide: <50 ppm at 4% O2, dry gas
gies such as selective catalytic units making-up the entire competition among the various Nitrogen oxide: <250 ppm at 13% O2, dry gas
reduction (SCR), electrostatic project, this very short comple- contracting teams. The abun- Particulate matter: <30 mg/Sm3 at 4% O2, dry gas
precipitator (ESP) and flue gas tion time is an incredible dant experience of the work-
desulphurisation (FGD) to fur- achievement. The plant would force, throughout all levels of the
ther reduce emissions. have been in operation even companies involved, aided accu- issues during the design phase. Exhaust gas cleaning
quicker if not for a strong winter rate management planning and However, even the best planning Strict local environmental regu-
This is currently the World’s storm delaying an equipment predictions. The quality of the could not have foreseen the ef- lations required that the power
largest two-stroke diesel engine barge for a month. chain of supply resulted in the ex- fects caused by strong winter plant would be fitted with state-
equipped with such extensive cellent supply condition of con- storms. These prevented unload- of-the-art emission control sys-
emission control systems and, Mr B. H. Jang, Doosan Power Plant struction material.” ing of equipment off a barge for tems. Extensive resources were
as the emission figures show, Management Team, explains, about a month. The historically allocated to producing the most
the strict local environmental “The short commissioning time According to Mr Jang, “Challenges short timeframe, from initial de- appropriate solution for this lo-
regulations are fulfilled. can be explained by four main occurred in three areas: technical, sign through to delivery, erection cation. The plant designers were
factors. The peculiar ‘spirit of environment and time. The de- and commissioning required able to incorporate a fully inte-
Only 13 months to completion challenge’ of the Korean contrac- sign, manufacture and erection careful planning and monitoring grated set of plants for SCR, ESP
Commercial operation started tor meant that no challenges went of the SCR plant raised the most during the entire project.” and DeSOx systems – which were
still able to be completed to the
necessary standard and within
the allocated time.
Schematic Diagram of (Buk) Cheju Diesel Power Plant

GGH
The linear management of
DeNOx exhaust gas starts by the hot air
Fan
ESP
Urea from the exhaust gas receiver
bypassing the turbochargers and
feeding into a long straight pipe
MAN B&W Diesel (minimum 5m) at the top of the
12K80MC-S
SCR plant, where it is mixed with
a reactive agent before entering
Caustic
the SCR plant. The reactive agent
Soda in this case being urea.
(NaOH) Transformer

Generator
The DeNOx air leaves the SCR
Acid
plant at its base and feeds
through the turbochargers – the
DeSOx turbochargers are mounted on
Circulating pump L.O. Jacket the engine as on other large two-
cooler cooler
Stack stroke engines. It is worth noting
that if the SCR plant was operat-
S.W. pump
ing after the turbocharger, the SCR
Disposal of L.O. pump
DeSOx water plant would need to be about
four times larger.
S.W. cooler Circulation pump
F.O. purifier
F.O. tank Main Engine
The DeNOx treated exhaust gas,
S.W. F.O. transfer
intake pump S.W. heater upon leaving the turbochargers, is
S.W. discharge fed through an ESP plant. The ESP
helps remove fine particles (less
Schedule Companies Engine type Generator DeNOx system DeSOx system
03.4.25 Plan Contractor Jungbu Power Plant Builder HSD Engine Builder Alstrom (Spain) Builder Haldor Topsoe Builder Korea Kottel
than 40 µm). A gas/gas heater
03.12.23 Procurement contract Engineering Hyundai Engineering Efficiency 45.1% Type Air cooled Type SCR Type FGD then warms the exhaust gas af-
04.6.1~ Start of civil work Engine Supplier HSD Engine Fuel DO (start), HFO (main) Voltage 13.8 kW Chemical Urea Chemical NaOH ter leaving the ESP, whereafter it
05.1.1 Installation
Environment
equipment supplier Korea Kottel Speed 109.1 rpm Pole/Frequency 66/60 DeNOX rate more than 87.5% DeSOX rate more than 75%
enters the DeSOx plant. This DeS-
05.6.1~05.6.30 Commissioning Construction Commissioning Cylinder 12 cyl. bore 800mm, stroke 2.300 mm MCR/NCR 44.49kW/40.460kW Outlet NOX below 250 ppm Outlet SOX below 50 ppm
Ox process uses acid and caustic
soda as the final operation before
being releasing the cleaned air
Schematic diagram of the power plant. An 8-metre wide poster version of the same image is located in the power plant’s guest area. into the atmosphere. ■

Diesel Academy expands Global Capacity
ME engine training places increases to meet customer demand
The success of the electronically
controlled ME engines from
MAN B&W Diesel has resulted
in a tremendous increase in
the number of engineers wish-
ing to learn more about getting
the most from the latest gen-
eration of two-stroke diesel
engines.
MAN B&W Diesel’s Diesel Academy
has been quick to respond by
creating three self-contained,
mobile ME engine simulators
and in order to provide the best
level of service to engineers, ship-
owners, etc., MAN B&W Diesel
has appointed a senior member
of staff to head the expanding
services of the Diesel Academy.
The new manager, Mr Lennart
Cronhamn, has over 35 years of
combined experience both at sea
as a Chief Engineer and with
MAN B&W Diesel’s Technical
Service. He is taking charge of
an expanding Diesel Academy,
including staff and facilities.
Upon announcing the expan-
sion, Mr Cronhamn acknowledges
the success of Diesel Academy,
“We are pleased to announce a
four fold increase in the number
of places to be made available to
engineers who wish to obtain
hands-on experience and train-
ing for the ME engines. Each new
mobile simulator will have its
own dedicated professionals, all
of whom have extensive knowl-
edge in key areas and a large part
of their experience is founded on
their own operational experience
in the marine transport industry.
This expertise is supported by
MAN B&W Diesel’s unmatched
technical expertise and operation-
al know-how with both tradition-
al MC and MC-C and electronically
controlled ME engines.
As Mr Cronhamn points out, “It
is very reassuring for the more
experienced crew to know that
the person presenting the new
idea, practices and technical
developments is also ‘one of
them, a person who has been in
their job, someone who has spent
many years operating MC en-
gines and machinery in often
difficult conditions.”
“Given the global nature of the
shipbuilding industry, Diesel
Academy has decided to base the
mobile simulators in areas where
large-scale shipbuilding takes
place, i.e. China and Korea. How-
ever, as the units can be moved
on standard pallets, they can be
shipped to anywhere where
needed around the world.”
“We aim to provide high quality
training, using the latest tech-
niques, where the customer gets
Mr Lennart Cronhamn, Diesel Academy Manager, in the ME Simulator
training room at MAN B&W Diesel’s Headquarters in Copenhagen
most benefit. All mobile simula-
tors will be constantly updated
with regard to both hardware and
software as used in actual ME
engines as it becomes available.”
Incresed flexibility
“The increased flexibility per-
mitted by the expansion enables
the Diesel Academy to offer
more tailor-made courses to
ship-owners, engineers and oth-
er professionals. The demand for
such courses, which are current-
ly held at MAN B&W Diesel’s
Headquarters in Copenhagen,
recognises the need for new ar-
eas of competence by individu-
als within the institutions such
as classification societies and in-
surance companies,” explains
Mr Cronhamn.
There are many advantages to
be gained by both new and ex-
perienced crew in obtaining
hands-on experience of elec-
tronically controlled engines.
For new crew, the mobile simu-
lators can be seen as having the
two-fold benefit of giving per-
sonnel ‘best practice’ routines
for both the electronically con-
trolled ME engines and the pre-
vious generation of MC and
MC-C engines. Ship personnel
with previous experience of
DIESELFACTS
Mr Cronhamn is keen to high-
light the benefits of actual
‘hands-on’ practice, “We limit
class sizes to 10 participants at
a time. This allows each person
to obtain a proficiency in a
‘hands-on’ environment for
the ME engine. For courses re-
lating to MC and MC-C engines,
the Copenhagen Diesel
Academy can take up to 20 par-
ticipants at any single time.
“These courses are designed to
teach how to operate and opti-
mise the performance of ME
engines. Courses can also in-
clude information which allow
crew to learn more about the
latest developments in the
structural and mechanical as-
pects of modern two-stroke
diesel engines. Normal operat-
ing duties on board shipment
do not allow time for the same,
in-depth coverage of potential
conditions and effects as can
be obtained at the Diesel
Academy.”
“Whether based at MAN B&W
Diesel’s Headquarters in
Copenhagen or at a convenient
location anywhere in the world
Diesel Academy
MAN B&W Diesel A/S
Teglholmsgade 41
2450 Copenhagen SV
non-electronic engines quickly Denmark
and easily become proficient
with the operating modes of Tel.: +45 33 85 11 00
the ME engine through a com- Fax.: +45 33 85 10 49
bination of theory and hands-
on practice. E-mail: diesel-academy@dk.manbw.com
Engineers taking a course in the ME Simulator training room. Ease of inspection
and maintenance of the ME control system is highlighted by the instructor
5
chosen by the customer, the
Diesel Academy simulator cours-
es allow crews to make the most
of the inherent benefits gained
from operating the engine. Par-
ticipants will be shown how
to obtain greater control of
the engine using the wide
range of operating modes
available, including how to
meet local environmental
considerations by using envi-
ronmental-friendly low-NOx
and economy profiles.”
The courses offered by the
Diesel Academy form part of a
fully coordinated training pro-
gramme organised by the MAN
B&W Diesel Group. The Diesel
Academy, formed in the late
1960s, offers courses in a wide
range of subjects, including
two- and four-stroke engine op-
eration and maintenance of all
ages of engine.
Details of all courses offered
by the Diesel Academy, includ-
ing tailor-made courses that
cater to the specific needs of
customers can be obtained by
contacting Diesel Academy. ■
6
DIESELFACTS

Saving time, saving money

Crankshaft specialists saves customer 10 months waiting time
The success of a unique shrink-
fitting operation performed by
specialists at MAN B&W Diesel’s
Service Center Werk Hamburg
has resulted in a vessel return-
ing to service 10 months ahead
of time.

Mr Andreas Schmager, the

Superintendent-Engineer in
charge for shrinking-projects
on vessels/power stations, “In
2004, we performed nine
shrinking jobs worldwide and,
during 2005, eight similar
projects were completed. In the
last two years our know-how
has grown rapidly on this kind
of job, allowing us to reposition
any kind of crankshaft in the Pre-machining of the new shaft section Aligning the new section with the crankshaft. A heat shield placed on
shortest time possible.” the heat treated crankshaft aids heat retention and protects workers.

The ‘Alaska Rainbow’, a 22,782

ton Bulk Carrier vessel, suffered
a mechanical failure of the
crankshaft drivewheel while in
Piraeus.

The failure was traced to a loss

of the pressure fit to a keyway
fit arrangement. A more de-
tailed inspection also found
cracks in the area of the keyway,
and the entire press fit showed
signs of severe hammering. Due
to the severity and scope of the
damage, on-site repairs were
not feasible.

The owners of the vessel were

informed that a new, replace-
ment crankshaft for the
6UCE 52/160 L engine would Final machining of the new shaft section after being heat shrunk onto The repaired crankshaft, complete with gear wheel was dispatched to the
have been approximately 12 the crankshaft owners from Hamburg on January 26 by the same method as it arrived
months.

Fortunately, the only location in
the World that could undertake
a repair solution on this scale
and within the acceptable time-
frame was located at MAN
B&W Diesel’s Service Center
Werk Hamburg, relatively close
to the vessel.
The operation started with the
removal of the crankshaft in
Piraeus. This was followed by a
four-day, overland journey to
the service centre. The crank-
shaft was loaded on to a special
45-ton heavy-duty truck. The
load, measuring some eight
meters long and two and a half
meters wide required special at-
tention while en-route, hence
the duration of four days.
In Hamburg, meanwhile, the
necessary preparations for
shrink-fitting the thrust bear-
ing shaft section, weighing 7
tons, were made. These includ-
ed preparation of heating-
treatment, receiving the origi-
nal drawings and components
to be exchanged from MHI as
well as preparation of own hy-
draulic presses.
The crankshaft arrived in the
Werk on December 21, 2005. The
first task was to separate crank-
web No. 1 from the shaft-
section.
The release of the shrink-fit of
the flanged shaft section was
performed in about an hour by
heating the web and cooling
the bearing journal. In order to
prevent damage, the cooling
down period of the heated
shaft section took place over a
period of four days, between
December 23 and 26.
It was decided at an early stage
in the project to obtain a new
drive wheel and oversize thrust
bearing shaft section from the
original engine builder. These
were sent from Japan by air and
arrived on December 30.
Due to the diameter of the
crank webs, the centres of spe-
cial crankshaft lathe had to be
raised in order to perform the
finish-machining – the adapta-
tion of the lathe occurred while
waiting for the new shaft
section.
Pre-machining of the new
flanged shaft section was per-
formed during January 2 to 5 by
the staff at the MAN B&W
Diesel Service Center Werk
Hamburg.
Machining of the shrink-fit
bore in the aft-end crankweb
between January 5 to 9 (in
German engineering terms, this
is known as crankweb No. 1).
Preparations for the shrink-fit
operations started on January
10. Great care was taken when
positioning the new crankshaft
piece (see Fig. 2) as the align-
ment of the new shaft had to be
perfect.
Shrink-fitting of the new
flanged shaft occurred January
11. Finish-machining operations
were conducted during January
12 to 18.
A floor-type boring and milling
machine finished the flange
bores and keyway between
January 19 to 23. The drive
wheel was mounted on
January 24 to 25.
As planned, the crankshaft,
which is also covered by an ac-
ceptance certificate issued by
the classification society, was
despatch to the owners on
January 26.
The project would not have been
possible without the specialist
knowledge, skills and creativity
shown by the staff at the Service
Center Werk Hamburg. The end
result of the repair being a ves-
sel returning to service in the
fastest time possible.
Mr Detlev Stobbe, Mechanical
Engineer for Heavy Machining
Operations and Crankshafts at
the Service Center Werk
Hamburg, “Our know-how on
crankshafts and the required
machinery to perform opera-
tions on such a large scale,
together with large amount of
patience, means we are able to
execute such jobs to the com-
plete satisfaction of our
customers.” ■
Executive statement:
Dr. Tilmann Greiner, Senior
Vice President Service Center
Werk Hamburg, stated upon
successful completion of the
project, “I am very happy to
help customers, especially in
such unusual cases.
Compared to alternative
solutions, the repair solution
undertaken by the staff at
Service Center Werk Hamburg
allows vessels to be returned
to operational service many
months earlier.”
 7
DIESELFACTS

New K80ME-C and S80ME-C engines

Looking to the Future
With the order books full for
quite some time in all major
yards, the time has come to Slide fuel valve W-seat
prepare for the future. Hence
a comprehensive updating of - Less deposits - Increased TBOs for
our 80-bore programme has - Improved combustion valve seat
now been introduced. The new process - Reduced number of
K80 and S80 engines will be - Emissions reduced grindings
available in both electronic and - Less visible smoke - Fewer dent marks
mechanical versions (MC-C
and ME-C types).

The new S80ME-C engines have

been designed for customers
who operate VLCC and very
large bulk carriers with a limited
need for speed, while the new
K80ME-C fulfils the require-
ments of medium and large
TEU-rated container vessels.
The new versions have a higher
output/lower weight ratio per
kW of generated power. This
increase of performance has
been possible due to new design
features.
New main design features:
• OROS combustion chamber
• Improved piston ring pack
configuration
• 360 degree thrust bearing
• Triangular guide plane design
• Twin stay bolts
• Alpha Lubricators
• White metal thin shell
bearings
• W-seat
• COL lubrication of stem seal
• New bedplate design
The new engines join a highly
successful range of ME engines.
To date, over 200 ME engines,
covering all engine sizes, have
been delivered or are on order.
The main features of the ME
engine range include an elec-
tronic Engine Control System
(ECS) which precisely calculates
and optimises timing for fuel
injection and exhaust valve ac-
tuation. The fully redundant
electronic system controls start
and reversing sequences, in
addition to operating an elec-
tronic governor function.
Improved piston ring OROS combustion
pack configuration chamber
- High topland crown - Reduced surface
- Increased height of temperatures
first piston ring - Elimination of
- Copper band on piston top coating
piston skirt - Less piston top stress
The requirements of the new
engines have led to the need for
a new design of bedplate which
accommodates an improved
thrust bearing design and trian-
gular type frame box. The
improved power to weight ratio
has been achieved without
compromising the reliability
which has made the MC and
MC-C engines the choice for
owners across the World.
As an integral part of the new
K/S80ME-C engine design, the
cylinder iframe design has also
been refined to optimise the
balance between material
strength and weight. Addition-
al improvements include an
improved design of exhaust
valve – removing the ducts used
for cooling has resulted in a
simplified design which also Triangular frame box
retains more heat.
- Increased strength
The existing engine pro- - Better glideshoe
gramme, with both mechanical sliding surface
and electronic control, will still - Reduced welding
be valid in parallel with the new costs
engine designs. ■

360o thrust bearing The power and speed figures for the uprated engines

6-9S80ME-C 6-12K80ME-C

Improved bedplate Power (kW/cyl.): 4510 4530

design Speed (r/min): 78 104
SFOC (g/kWh): 167 171
- Better access for Stroke (mm): 3450 2600
inspections and Bore (mm): 800 800
maintenance MEP (bar): 20 20
- Twin stay bolts Pmax (bar): 160 160
- Reduced oilpan size Piston speed (m/s): 9 9

Lube oil consumption: 6-9 kg/cyl / 24 h

Guiding cyl. oil feed rate: 0.7 g/kWh
8
In the very heart of Asian service culture
Service Center Singapore setting the highest standards of service
At MAN B&W Diesel’s Service
Center Singapore, 150 men and
women fulfil a similar promise
as the world-famous ‘Singapore
Girl’, the icon of Singapore’s
national airline – a symbol that
signifies the highest degree of
service to a customer.
Service Center Singapore aims to
give all customers the highest
possible level of support when-
ever and wherever needed.
Mr Felix Leggewie, Managing
Director of MAN B&W Diesel
(Singapore) Pte. Ltd., takes ut-
most pride in the continuing
growth in size and responsibili-
ties of Service Center Singapore:
“The fact that our status has just
been changed to become the
Regional Center South East Asia
for MAN B&W Diesel, reflects and
honours the efforts put in by all
our employees over the previous
three decades of our presence in
the region. We have now to
maintain the challenging
promise behind our new status,
both towards our customers
and towards our shareholders.”
The Service Center was founded
in 1977 and is located in the Tuas
area of Singapore’s South West-
ern tip, at the heart of the vibrant
centre of the island’s marine
industry. The Service Center is
surrounded by famous shipyards
like Sembawang, Keppel, Jurong
and Pan United.
Today, Service Center Singapore
activities reach out to Sri Lanka
in the West, Nepal in the North,
the Pacific island of Saipan in the
East and Indonesia in the South.
The Service Center’s 8,600-
square metre compound houses
all the services and plant re-
quired to undertake large-scale,
comprehensive tasks. As seen in
the photograph, the large ma-
chining and assembly shops
provide the basis for numerous
and various types of activities.
The comprehensively stocked
warehouse and office facilities
provide the highest standard of
support, enabling technicians to
quickly and expertly assess and
fulfil the needs of a wide range of
customer wishes.
Mr Leggewie, when asked what
makes Service Center Singapore
the choice of the many custom-
ers placing orders with Service
Center Singapore, responded
with conviction, “First of all, we
are sited in an excellent location.
Like Sir Stamford Raffles, the
founder of modern Singapore, we
find that the pivotal location
makes Singapore a fantastic
strategic choice for a wide range
of activities. What Raffles
founded nearly two hundred
years ago, has, today, developed
into South East Asia’s top logistic
hub.”
“Every day of the year, some 400
ships visit Singapore – the
majority of which run MAN
B&W Diesel engines. However,
this does not mean that we just
have to wait for the customers to
come to us. Competition to pro-
vide every service imaginable is
extremely strong.”
“So, we have to act proactively
and make the difference. Not in
price. You cannot be both a
quality and a price leader at the
same time. At the core of MAN
B&W Diesel’s new ‘MAN B&W -
PrimeServ’ concept is the philos-
ophy of providing a ‘First Class
Service’. This requires, by its very
nature, huge investment on our
side. This investment in person-
nel, facilities and support func-
tions such as warehousing, will
provide long-term benefits for all
of our customers. Our aim is to
ensure trouble-free operation of
customers’ engines, thus en-
abling them to satisfy their own
clients.”
Knowing what customers are
looking for is the key to offering
the right service at the right time.
Mr Leggewie approaches these
issues from a strong foundation
and a clear line of thought,
“Finding out what customers are
looking for is very simple, but
not without difficulties too. You
have to adopt your customers’
thinking. The majority of our
Felix Leggewie, Managing Director MAN B&W Diesel (Singapore) Pte. Ltd.
DIESEL
Engineers and Service Managers
started their professional careers
as customers of MAN B&W
Diesel. For example, some were
Chief Engineers or Superintendents
working for vessel owners or
operators and can, therefore, see
issues from the other side.”
“Our partners in the day-to-day
business are made up of this
same group of professionals. We
speak their language, we know
about the commercial pressures
they have to carry and we do
everything to help them in ful-
filling the expectations put on
them.”
“As a former Fleet Manager, I
very much sympathise with
their position. Therefore, it is
important for me to remember,
and to remind colleagues, that if
you forget about your roots, if
you loose your ability to think in
your customers’ terms, this is
where problems can start.”
In describing the developments
over the last five years at Service
Center Singapore, Mr Leggewie
is happy to point out that, “In
early 2001 we had some 90
employees and we basically con-
centrated on technical service,
spare part sales and reconditioning
of engine key parts. In contrast, Singapore container terminal. One of the World’s leading transportation hubs
today we employ 150 staff and
have just become a regional cen-
ter – an impressive achievement sales for high and medium speed markets, is currently undergoing
in such a competitive arena.” engines, for both marine and in- a necessary modernisation
dustrial applications from exercise in order to increase
“As we increased our service 248 kW up to 10,000 kW.” attractiveness for investors and
activities in line with the World’s existing shareholders.”
ever-growing commercial fleet, “Today we can even offer com-
we, in parallel, extended our plete, ‘turnkey’ solutions for “MAN B&W Diesel is part of
activities to include new engine small power plants in the 30 MW this transformation process
range.” too. A new board, new logo,
strong company values, higher
“We are also engaged in long- commercial targets and, of
term maintenance contracts, course, our new ‘MAN B&W
perform power plant conversion PrimeServ’ concept.”
and rehabilitation projects and
recently entered, with success, “The adoption of this concept as
the local key Offshore market. quick as possible is one of the
This latest venture was done in key strategic issues for overall
close cooperation with MAN improvement and making our
B&W Diesel’s International Service business grow. Service
Offshore Group (IOG). The first has moved into the very centre
major contract for this type of of MAN B&W Diesel’s planning
work was concluded during 2005, the future.”
for 12 x MAN B&W Diesel
9L27/38 engines for Swire “There are notable milestones
Pacific Offshore.” on the way to creating the service
label, ‘MAN B&W - PrimeServ’.
As Mr Leggewie says when asked Increasing our performance and
what he sees as the main chal- competitiveness are at the top
lenges for this business area in of our list of goals on the way
the future, “Well, for sure, we are to fulfilling some of the objec-
not living in boring times.” tives inherent in the ‘MAN B&W
- PrimeServ’ concept.”
“Today, faster than ever, business
changes all the time. This “In order to further increase
presents many challenges and the organisation’s performance
opportunities. Let us start with and competitiveness, means
the internal ones. The MAN improving our internal process
group of companies, like other efficiency, introducing a
major players in the world’s ‘Customer Relationship

LFACTS
Management’ – CRM – tool, more
new products and services like
on-line diagnosis and mainte-
nance, the introduction of a new
industrial education standard
and qualification – the ‘Interna-
tional Service Technician’, further
increasing of our local presence
by investing in existing service
hubs and setting up new ones.”
“We want to really transform our
existing Service organisation
into a globally-linked and
customer-orientated worldwide
service network under the ‘MAN
B&W - PrimeServ’ brand label.”
“Thus we will differentiate from
our competitors.”
“They, too, are not sleeping, and
competition does not come only
from other OEMs. Spare part
pirates are an increasing threat
to both engine reliability and
crew safety.”
“We will have to watch the
markets very carefully and
keep our customers informed
about the operational threats
associated in dealing with non-
qualified suppliers of parts and
services.”
“Perhaps, the biggest challenge
for large organisations occurs
when they have a certain, and
9
Service Center Singapore main office complex and workshop facility
line with our new values; to be lic interest in ‘greener’ energy applying the latest on-line diag-
open, dynamic, reliable and production, is our chance and nosis and maintenance tools.”
innovative.” obligation too for creating inno-
vative products.” “Other steps we are currently
Constant innovation and im- entering into, depending on the
provement are obvious goals, but “While our home organisation individual customer’s philoso-
what does it mean to be inno- develops new ‘hardware’ like phy, include new, strategic alli-
vative and in what areas of the the electronically-controlled ances with different levels of
operation is this most apparent ME engine, with its choice of engagement in our clients’ daily
By Courtesy of the PSA CORPORATION LIMITED
to customers of Service Center operating modes, including an operations.”
Singapore? environmentally-friendly low-
NOx mode, we, as a service cen- “This starts with periodical,
Mr Leggewie: “Our customers tre, look into a safer and more regular check-ups, service
sometimes dangerous, tendency are faced with many tough chal- reliable operation of existing agreements and leads on to full
to concentrate on internal mat- lenges. Tight logistic supply power plants.” ‘Operation and Maintenance’
ters and to forget about the chains requirements, increasing contracts.”
customer and his needs.” environmental legislation and “In developing the worldwide
other related factors simply ‘MAN B&W - PrimeServ’ network “In commercial, technical and
“We have to be aware and require a safe and absolutely we are moving away from the old organisational terms, this is
constantly adjust ourselves to reliable operation of their ‘solve-problem-only’ service some kind of new and challenging
the requirements of this busi- engines.” definition. The goal is to arrive at territory for us and our clients.”
ness world, the requirements of an innovative and cost-saving
our customers must have first “The resulting commercial ‘prevent-problem’ attitude. This, “But a safe win-win situation for
priority.” pressures, as well as rising pub- for example, could be done by both.” ■
“In the end, it is the customer
who keeps us alive.”
Given the emphasis on the cus-
tomer, is it possible to describe a
‘normal’ customer profile?
“Our customer range,” as Mr
Leggewie points out, “Starts
from the small, independent
Indonesian fisherman or single
ferryboat owner and ends with
the biggest names in shipping. In
addition to vessels of all sizes,
small and big yards, IPPs and gov-
ernment authorities also rank
among our valued clients.”
“Everybody who operates MAN
B&W Diesel engines, for what-
ever purpose, is our ‘normal’
customer.”
“There is no specific profile. The
secret of success is to adjust
yourself to the actual needs of
the individual profile. This is in Inside one of the main workshops
10
Extending lifetimes for Trans-Pacific vessels
Three new 8L27/38 Holeby GenSets for Matson re-engineering project
Matson Navigation Company, a
leader in Pacific shipping since
1882, continually looks for
ways to upgrade its fleet, pro-
viding customers with a mod-
ern and efficient service. Most
recently, the company pur-
chased four new ships with
MAN B&W Diesel engines from
Kvaerner Philadelphia Ship-
yard. In 1996, the company also
took delivery of three, bridge-
forward 2824 TEU container
vessels, M/V Mahimahi,
Manoa and Mokihana. After
retrofitting a new Holeby
8L27/38 GenSet on each vessel
and replacing the turbochargers
on the remaining two engines,
these 30167 dwt workhorses
can still provide a fruitful role
for many years into the future.
During 2004/5, the Oakland-
based carrier undertook a feasi-
bility study to gauge the benefits
brought about by installing the
latest generation of power plants.
In consultation with colleagues
throughout the MAN B&W Die-
sel Group, project leaders in Hole-
by and Augsberg, together with
staff from the owner, concluded
that by replacing all the out-of-
date turbochargers and GenSets
onboard each of the vessels, the
necessary performance require-
ment could be obtained at an eco-
nomical level.
The initial findings of the study
led to a two-phase installation;
the first phase entailed changing
the turbochargers on two en-
gines within each vessel while a
second, later stage, included re-
placing an entire GenSet in each
vessel.
This two-stage approach to the
project allowed each project
team to maximise their
resources while, at the same time,
Ramani Srinivasan (seated centre), Technical Director for Matson, Gene Mapa (second from right),
Dan Moylan (sixth from right) and members of the Matson Engineering Department
M/V Mokihana, one of the three vessels covered by the project. These vessels will also undergo a redesign of
the cargo loading method. A rear loading ramp and garaging facility will be added as part of the redesign
reducing the impact on
in-service downtime.
Matson’s project leader, Mr
Ramani Srinivasan, Technical
Director – Matson Navigation
Company, is responsible for all
engineering aspects. In these
projects, he is assisted by two of
Matson’s Superintendent
Engineers, Gene Mapa (Senior
Port Engineer) and Dan Moylan
(Port Engineer).
Mr Srinivasan gives view to the
background and scope for the
work on the three vessels, “The C9
Class Vessels were built at
Avondale shipyards in 1982. The
existing generators on the ves-
sels have proved to be very
unreliable over the years and
have been a major drain on man-
DIESELFACTS
power and financial resources. In
2003, during the strategic plan
meetings, we committed to
study and implement a pro-
gramme to address the opera-
tional efficiency of these vessels.
There are several weak links on
the existing generators such as
the control system, turbocharger,
cams and camshafts, etc. Our
master plan was to address to the
best of our ability all the deficien-
cies and replace one generator in
its entirety.”
“The extent of the project was
first discussed when we made
contact with MAN B&W Diesel
Holeby and MAN B&W Diesel in
Augsberg around May/June
2004. This meeting discussed
potential upgrades to the turbo-
chargers and finding a replace-
ment GenSet that would be a
suitable. After detailed and
lengthy discussions with Søren
Rasmussen (MAN B&W Diesel
Holeby) and Ralf Kaetscher
(MAN B&W Diesel Augsberg), we
MAN B&W Diesel L27/38 Holeby GenSet
selected the proper sizing and
specification for the new engine
and the replacement turbo-
chargers.”
“At the beginning of 2006, we
have, so far, replaced two turbo-
chargers and four more are
planned for replacement by mid-
year. The three new GenSets from
Holeby are also on order and the
first replacement GenSet is
planned for later this year.”
On commenting on what he sees
as the major challenges for the
project, Mr Srinivasan points to
an issue that concerns every own-
er: “The major challenges to the
project, as with all engineering
projects, is the required attention
C9 Class Vessels:
Length: 262 m
Speed: 23.0 knots
Deadweight: 30,167 t
TEUs: 2,824
to detail and that the end result
is in line with our design expec-
tations.”
“We expect, above all, that the
project will provide the satisfac-
tory performance that meets our
design criteria. In the case of the
turbocharger refit, the end re-
sults have far exceeded out ex-
pectations. The generator on the
M/V Mahimahi, on which the
first turbocharger was installed,
has been operating almost con-
tinually since the installation in
April 2005.”
“The role of MAN B&W Diesel in
the project required that we were
kept up-to-date on all aspects of
the project throughout the en-
tire process. There was an open
line of communication through-
out the entire organisation –
from conceptual design to the
detailed engineering to the
project execution. This was es-
sential as we also engaged a struc-
tural design firm to detail the
structural issues for the installa-
tion of the new MAN B&W Diesel
GenSet.”
“We choose MAN B&W Diesel
as I personally have operating ex-
perience with many MAN
B&W Diesel engine types – both
slow speed and GenSets. Our
new vessels are all equipped with
MAN B&W Diesel slow speed
propulsion engines. We have ex-
tensive and close contacts with
many engineers in the
Copenhagen office and we have
cultivated very strong ties and
business relations.”
“Besides all of the above, the
design and reliability of the MAN
B&W Diesel engines speak vol-
umes for themselves.” ■

Launch of MAN B&W PrimeServ
One global high quality after-sales network
The MAN B&W Diesel Group is
bringing all of its worldwide af-
ter-sales services under the
brand name MAN B&W
PrimeServ. With MAN B&W
PrimeServ, MAN B&W Diesel is
making a clear statement
about its focus on service – giv-
ing customers fast, reliable and
high quality service.
As a key part of the business,
MAN B&W Diesel is giving even
more attention to customers’
after-sales needs. Plans are
already in place to expand a
broad range of service activities
in the immediate future and
over the next few years. Seven
new MAN B&W PrimeServ
branches will be opening dur-
ing 2006 – in Houston, Dubai,
Cuba, Guangzhou, Dalian,
Mumbai and Los Angeles.
In 2005, the entire after-sales
business was placed in the
Chinese Diesel-Electric Power
Natural gas research vessel confidence in the L27/38 GenSets
MAN B&W Diesel A/S,
Denmark, has secured a new
interesting contract for the
supply of four GenSets for a
diesel-electric ‘Natural Gas
Hydrate Integrate Research
Vessel’ newbuilding in China.
The vessel, which will be built
by Wuchang Shipyard, Wuhan
(China), is to be powered by
three MAN B&W Diesel main
Holeby 6L27/38 four-stroke
GenSets. A fourth engine, an
MAN B&W Diesel Holeby
9L16/24 GenSet, will be used as
harbour/auxiliary unit.
Main GenSet:
6L27/38
Example power production layout, utilising three primary 6L27/38 GenSets and one auxiliary 9L16/24 GenSet
capable hands of Dr. Stephan
Timmermann, a Member of the
Executive Board.
Dr. Timmermann: “I consider
that the new services in MAN
B&W Diesel’s portfolio are es-
sential for the continuing
growth of the Company. Along-
side engine products and our
licensing business, after-sales
service is a core activity and
supporting pillar of the MAN
B&W Diesel Group.”
The objective of the worldwide
MAN B&W PrimeServ after-
sales network is to engage even
more actively with customers
in order to offer them even
better service.
One feature of the innovative
MAN B&W PrimeServ portfolio
is the ‘Online Service’. This, ‘real
time’, information data logging
facility uses cutting-edge
The GenSets are scheduled for
delivery during November
2006. Upon completion by the
shipyard during 2007, the ves-
sel will be taken over by the
owner and operator, Guang-
Zhou Marine Geological Survey.
The newbuilding, which is
designed by the renowned
MARIC Design Institute,
Shanghai, is optimised for com-
prehensive marine survey and
natural gas research operations.
GenSet Sales Manager, Mr. Zhou
Ming Li, MAN B&W Diesel,
Auxiliary/harbour GenSet:
9L16/24
Main GenSet:
6L27/38
11
DIESELFACTS
engine monitoring technology trained specialists and enable centres, be working with the
– including a global satellite MAN B&W Diesel to offer its newly established training
communication infrastrucure. customers an international, course for ‘International Service
around-the-clock service. The Engineers’ to help lead the in-
The extensive network of service six new service centres will, to- ternational service business
centres are staffed by highly gether with the existing service into the future. ■
Seven new centres
Dalian
Los Angeles
Guangzhou
Houston
Dubai
Cuba
Mumbai
China, reports: “A vital reason
for the contract being success-
fully settled was due to the
buyers’ [shipyard and owner]
confidence in the performance
of MAN B&W Diesel products,
in addition to excellent techni-
cal support and efficient after-
sales service.”
The twin-screw diesel-electric
propulsion and drive system is
based on a low voltage Siemens
package powering a pair of
Schottel thruster propellers. ■
Modular, end-box design of the L27/38 results in quick and easy
access for inspection and maintenance routines
Main GenSet:
6L27/38
Principal particulars
Length oa.: 106 m
Length pp.: 96 m
Breadth: 17.4 m
Depth: 8.3 m
Draught: 5.5 m
Est. speed: 17 knots
Endurance: 15,000 Nm (unrestricted service)
GenSets: 3 x MAN B&W Diesel type 6L27/38
Output: 3 x 1980 kW = 5,940 kW
Aux. GenSet: 1 x MAN B&W Diesel type 9L16/24
Output: 810 kW
12
DIESELFACTS

Matching ambient temperatures

Ensuring correct engine matching across temperature extremes
Although temperatures vary ship (normally referred to as Turbocharger air
Special
greatly throughout the World ‘Tropical ambient reference intake temperature High temperature
various engine design precau- conditions’). The International Standard matched engine
tions may enable engines to Association of Classification 55 ISO temperature
operate in unrestrictive service. Societies (IACS), Rule M28, re- Up to 100% SMCR matched engine Special
quirements for this are shown running is not allowed 50 Max. tropical
Normal temperature
Ambient temperature influ- in Table 2. 45
Max.
tropical
ence on engine design layout 45 °C
temperature
for ‘standard ambient air tem- When applying the central 40
perature matched engines’ is cooling water system, the cor-
based on the International responding, central cooling 35
Special ISO based
Standards Organisation’s (ISO) water/scavenge air coolant Special
30 design design
ambient reference conditions, temperature is 4oC higher than ISO basis
Standard temperature layout
ISO design
as shown in Table 1. the seawater system tempera- basis 25 25 °C
ture, i.e. 36oC. layout
20
Engines must be able to oper- Up to 100% SMCR
ate in unrestricted service, i.e. MAN B&W Diesel engines running is allowed For engine loads
15
up to 100% of the Specified matched according to above higher than 30% SMCR
a low scavenge air
Maximum Continuous Rating rules are able to operate contin- 10
coolant temperature
(SMCR), under the special uously up to 100% SMCR in the is recommended
5
maximum ambient tempera- air temperature range between (Giving low SFOC and
ture conditions required by the -10 to 45oC. 0 low scav. air press.)
Lowest
Table 1: ISO ambient reference conditions -5 Min. winter
Normal min. temperature
Min.
-10 winter
ISO 3046-1:2002(E) and ISO 15550:2002(E): -10 °C Low ambient air
temperature
Barometric pressure: 1000 mbar Up to 100% SMCR running -15 temperature exhaust
only allowed when low ambient
Turbocharger air intake temperature: 25oC gas bypass will be
temperature exhaust gas -20 needed below min.
Charge air coolant temperature: 25oC bypass is installed
Possible low ambient
air temperature temperature
Relative air humidity: 30% -25 exhaust gas bypass for
operation on extreme
Table 2. Tropical ambient reference conditions -30
cold winter conditions
-35
IACS M28 (1978)
Barometric pressure: 1000 mbar -40
Air temperature: 45oC
Seawater temperature: 32oC Fig.1: Principles for standard and special high ambient air temperature matched engine
Relative air humidity: 60%
In recent years, some owners/ standard and special high ambi-
shipyards have required unre- ent air temperature matched en-
stricted service on special maxi- gine are shown in Fig. 1.
Temperature oC mum ambient temperatures
Scavenge air Scavenge air
56 higher than the tropical ambi- Low air temperature matched
temperature limit temperature limit
Standard 55 °C Max. 55 °C ent temperatures specified by engine
54 IACS Rule M28. Operation in arc- At the other end of the air
Standard Special
ISO temperature high temperature tic areas with extreme low air temperature range, the same
52
matched engine matched engine temperatures have also some- increase of 5oC in the design
50 Maximum Maximum times been required by owners/ air intake temperature will
scavenge air scavenge air shipyards. In such cases, the result in a too high scavenge
Standard 48 °C 48 Max. 48 °C
temperature temperature main engine has to be specially air pressure when operating
46
at 100% SMCR at 100% SMCR matched, as described below. at -10 oC. Operation below
-10+5=-5oC will then only be
44 High tropical air temperature possible when installing a
matched engine variable exhaust gas bypass
42 High tropical As a rule, higher turbocharger valve system for low air
scavenge air air intake temperatures may temperatures.
40 coolant Max. 40 °C
Standard temperature
result in lower scavenge air
38 tropical pressures, and vice versa. Ensuring good combustion
scavenge air High tropical chamber conditions
Standard 36 °C 36 coolant seawater Max. 36 °C
For example, the scavenge air For high tropical seawater/
temperature temperature
34 pressure will be too low with an scavenge air coolant tempera-
Standard tropical increase of just 5oC in the tropi- ture-matched engines, an in-
Standard 32 °C 32 seawater cal air temperature from the crease of the scavenge air coolant
30
temperature
ISO based
standard 45oC to 50oC. However, temperature will involve a simi-
High scavenge this pressure reduction can be lar increase of the scavenging air
design Max. 29 °C
air coolant
28 temperature
layout compensated by specifying a cor- temperature. This has a negative
ISO based respondingly higher (turbo- impact on the combustion cham-
26 ISO
Standard scavenge air charger) scavenge air pressure at ber temperatures. Therefore an
design
basis 25 °C
24
coolant
layout ISO ambient reference condi- alarm set point of 55oC is applied
temperature
tions. This means that the engine for protection of the engine on
22 has to be matched for the all marine applications.
25+5=30oC turbocharger air in-
take temperature, instead of be- The standard marine scavenge
Up to 100% SMCR Up to 100% SMCR Up to 100% SMCR Up to 100% SMCR ing matched for the ISO-based air air cooler is specified with a max-
running is not allowed running is allowed running is allowed running is allowed temperature of 25oC. The original imum 12oC temperature differ-
(scavenge air) (scavenge air) (scavenge air coolant/ (seawater) ISO-based heat load conditions ence between cooling water
central cooling water) will then, approximately, be ob- inlet to scavenge air outlet at
Fig.2: Principles for layout of scavenge air cooler for standard and special high scavenge air coolant tained for this higher design air 100% SMCR. This gives a maxi-
temperature (illustrated for a central cooling water system using a standard air cooler design) temperature. The principles for mum scavenge air temperature

of 36+12=48oC for the scavenge
air cooler layout and, according-
ly, a margin of 7oC to the scav-
enge air temperature alarm
limit of 55oC.
A temperature difference of
8oC is considered to be the low-
est possible temperature differ-
ence to be used for a realistic
specification of a scavenge air
cooler. Accordingly, the
48-8=40oC is the maximum ac-
ceptable scavenge air coolant
temperature for a central cool-
ing water system, see the prin-
ciples for layout of the scavenge
air cooler in Fig. 2.
The demand of an increased
tropical scavenge air coolant
(central cooling water) tem-
perature of up to 40oC can be
compensated by a reduced
temperature difference over
the scavenge air cooler. This
can be obtained by an in-
creased water flow and/or a
larger scavenge air cooler.
Design recommendations
When a ship is operating in arc-
tic conditions (with low turbo-
charger air intake temperatures)
the density of the air will be too
high. As a result, the scavenge
air pressure, the compression
pressure and maximum firing
pressure will be too high.
Steam production
kg/h
2,500 6S60MC-C/ME-C
SMCR = 13,560 kW at 105 r/min
Air intake temperature: 0 °C
2,000
1,500
Extra steam
needed
1,000
500
0 the MAN B&W Diesel engines
40
50
Fig. 4: Expected steam production and consumtion for an exhaust gas boiler (in a bulk carrier or tanker) at
Winter ambient conditions with and without a load-dependent low air temperature exhaust gas bypass system
In order to prevent excessive
pressures under such condi-
tions, and if no engine design
precautions have been taken,
the turbocharger air inlet tem-
perature should be kept higher
than the ambient air tempera-
ture. This can be done by pre-
heating. Furthermore, the
scavenge air coolant tempera-
ture should be kept as low as
possible. This reduces the
scavenge air pressure. The in-
service engine power should
also be reduced.
Some engine design precau-
tions have to be taken for inlet
air temperatures below -10oC.
With a standard load dependent
exhaust gas bypass system, as
shown in Fig. 3, part of the
exhaust gas bypasses the turbo-
charger turbine, giving less
energy to the compressor. This
reduces the air supply and scav-
enge air pressure to the engine.
The load dependent bypass con-
trol can be incorporated in the
electronically controlled ME en-
gine’s Engine Control System
(ECS) as an add-on – meaning that
the shaft torque measurement is
not needed for ME engines.
The exhaust gas bypass system
ensures that when the engine is
Surplus steam
80
60 70
Engine shaft power
DIESELFACTS
Exhaust gas bypass
Exhaust gas
receiver
B
1
C1+2
D1
Scavenge
air cooler
Scavenge 2
air receiver
D2
Diesel engine B Exhaust gas bypass valve
Controlled by the scavenge air pressure
C1+2 Control device
Ensures that the load dependent scavenge air pressure
does not exceed the corresponding ISO based pressure
D Required electric measuring device
D1 Scavenge air pressure
D2 Engine speed and engine load
Fig. 3: Standard load dependent low ambient temperature exhaust gas for bypass system
running at part load at low am-
bient air temperatures, the load
dependent scavenge air pres-
sure is close to the correspond-
ing pressure on the scavenge air
pressure curve which is valid for
Total steam ISO ambient conditions. When
production,
the scavenge air pressure ex-
with exhaust
gas bypass ceeds the read-in ISO-based
scavenge air pressure curve, the
bypass valve will open propor-
tionally and, irrespective of the
ambient conditions, will ensure
that the engine is not overload-
ed. At the same time, it will keep
Total steam the exhaust gas temperature
production,
relatively high.
without bypass
During normal operation at low
Steam ambient temperatures, the ex-
consumption haust gas temperature after the
turbochargers will decrease by
about 1.6oC for each 1.0oC reduc-
tion of the intake air temperature.
The load-dependent exhaust
gas bypass system ensures that
the exhaust gas temperature
after the turbochargers will
only fall by about 0.3 o C per
1.0oC drop in the intake air tem-
perature, thus enabling the ex-
haust gas boiler to produce
more steam under cold ambi-
ent temperature conditions.
90 100% SMCR
Irrespective of whether a by-
pass system is installed or not,
the exhaust gas boiler steam
production at ISO ambient con-
ditions will be the same. How-
13
Air intake casing
Exhaust gas system
Turbine
Turbocharger
Compressor
ever, in Wintertime it may be
different as the scavenge air
pressure is controlled by the
bypass valve.
As an example, Fig. 4 shows the
influence of the load-depen-
dent exhaust gas bypass system
on the steam production when
the engine is operated during
Winter, with an ambient air
temperature of 0oC and a scav-
enge air cooling water temper-
ature of 10oC. As Fig. 4 shows,
only a system with an exhaust
bypass can fulfil the require-
ment for steam.
The calculations have been
made for a 6S60MC-C/ME-C
engine equipped with a high-
efficiency turbocharger, i.e.
having an exhaust gas temper-
ature of 245oC at SMCR and ISO
ambient conditions.
Conclusion
When fitted with a bypass,
these engines will normally be
able to operate worldwide in
unrestricted service without
any precautions being taken.
Even if the ship has to operate
in extremely hot or cold areas,
can, as this article illustrates,
also operate under such condi-
tions without any problems as
long as some simple precau-
tions have been taken. ■
14
DIESELFACTS

International Service Engineer training

New qualification for After-Sales Engineers
MAN B&W Diesel’s After-Sales
department is launching a new
training programme for peo-
ple wishing to become an
‘International Service Engineer’
as integral part of their qualifi-
cation. This formal programme
is designed to recognise and
give this skill set a career pro-
file of its own.
Dr. Stephan Timmermann,
Executive Board Member
responsible for Service and
Turbochargers, is bringing this
initative under the new brand
label of ‘MAN B&W PrimServ’.
“The training programme will
reflect our company’s strategy
to offer our customer the
World’s best service for their
diesel engines via MAN B&W
PrimeServ. Our competitive
edge has to be based on our ser-
vice engineers’ vast experience
and must be effectively
achieved through young, high-
ly motivated and specialised
Dr. Timmermann
junior staff. It is our target to
win our customers’ long-term
loyalty through the profession-
alism of our performance. With
internationalisation, and by fo-
cussing one part of our training
programme on aftersales ser-
vice, we not only encourage
young employees, but also
ensure knowledge transfer,”
explains Dr. Timmermann.
The first step the training
programme is based around
the traditional apprenticeship.
For example, at MAN B&W
Diesel’s Augsberg training cen-
ter in mechatronics, once par-
ticipants have completed the
basic education phase of their
apprenticeship, MAN B&W
Diesel offers trainees who show
particular aptitude the first
step on the ‘International
Service Engineer’ career path.
The advanced part of their ap-
prenticeship is then extended
to include extra tuition in cul-
tures, languages, customer ori-
entation and presentation
techniques. In addition, they
are sent abroad for several
weeks to gain further insight
and experiences of other cul-
tures. The final decision about
their future career path is made
once they have taken their
skilled worker’s final examina-
tion.
The second step is spread over
four years, the completion of
which is shown by the issuing a
certificate corresponding to the
German ‘Meister’ (master
craftsman). During their first
year, future International
Service Engineers work in the
Augsburg plant, where they
gather in-depth experience in
engine operation. They then
spend a year working in one of
MAN B&W Diesel’s service cen-
ters, which could be anywhere
around the world, and are ex-
pected to get involved in as
many different tasks as possi-
ble. After that, they return to
Augsburg for a further year,
where they will spend time in
the aftersales service and elec-
tronics development depart-
ments, as well as placements as
a trainer and in the service
centre in Hamburg. Here, the
participants focus on develop-
ing their skills and on applied
customer orientation. The
fourth year of the advanced
training programme is spent in
another of the company’s over-
seas service centers. Only once
they have completed all these
steps do candidates receive
their qualification.
The young trainees will be su-
pervised by experienced service
engineers, who already meet all
the requirements of the new
qualification. The first intake of
trainees for the International
Service Engineer programme
are currently in their third year
as mechatronics apprentices,
and will embark on the new
programme this Spring. Five
trainee places in this discipline
will be available for new train-
ees who will be recruited in the
autumn of 2006. ■

First in-service engine over 100,000 bhp

The World’s most powerful two-stroke engine in operational service
The first diesel engine with
more than 100,000 bhp has
gone into service on February
22 2006. MAN B&W Diesel
licensee Hyundai Heavy
Industries in Korea has built
the 12K98MC with 101,640 bhp.

The engine is installed in the

first of a series of container
ships with a capacity over
9,000 teu that are being built
for Greek owner Costamare. The
vessels will be chartered to
COSCON (COSCO Container
Lines) in China. ■

MAN B&W Diesel 12K98MC engine built by HHI with 101,640 BHP

Engine data:

Type: 12K98MC
Power: 101,640 bhp
(74,760 kW)
Speed: 97 r/min
MEP: 19.2 bar
Height: Approx. 16 m
Width: Approx. 11 m
Length: Approx. 25 m
Weight: Approx. 2,100 t

The 9000+ TEU container vessel owned by Costamare and chartered to COSCON

Otto Winkel, MAN B&W Diesel Senior Vice President, Diesel Service,
holding the certificate issued by Lloyds Register for the 6S60MC engine
Onboard EAPP certificate awarded
Lloyds Register has awarded
the first EIAPP certificate for a
vessel tested while at sea.
The test was done in good
weather conditions in Chinese
waters on board the Cemara.
A new EIAPP certificate was re-
quired due to a change of rating
while in service. The owner took
the vessel out of service in prep-
aration for test and waited for
the appropriate sea conditions
to preceed with the test.
This series of tests are normal-
ly done on testbed — where sea
conditions play no part and
other local shipping is absent.
Before the start, the issuing au-
thority stated tests at sea like the
one undertaken is almost impos-
sible to complete as the techni-
cal code insist that testbed con-
ditions tolerances are in place.
The owner’s need to succeed
and experience of MAN B&W
Diesel personnel with similar
tests were crucial in obtaining
the correct conditions in which
the tests could begin.
The test was observed by MAN
B&W Diesel staff, ship’s crew,
MAN B&W Diesel’s Service
Center Shanghai staff, a Lloyds
surveyor, owner representa-
tives, chinese shipyard staff
and other local chinese partners.
ANNOUNCEMENTS
Lloyds Register keen interest
with this process was seen with
a view to applying the same
methodology to some 4-stroke-
powered cruise vessels which
still having to be proved
in-service in a similar way.
The need for more such tests at
sea due to issues such as
reeengining projects and life
time extensions all result in the
need for a valid Technical File.
The Special Projects Emission
Group (part of MAN B&W
Diesel’s Technical Service
Department) led this exciting
new project, opening-up new
opportunity for customers who
need the test, including EIAPP
certificate.
Essentially, five different ele-
ments are measured when
making the validation: NOx,
HC, O2, CO and CO2.
Engine performance data log-
ging is done at four engine
loads: 25% (meaning that the
tolerance for this engine, a
6S60MC is about 60 kW !), 50%,
75% and 100%. A rating at 100%
was possible on this vessel as
the bulk carrier design permits
enough ballast to be taken.
As a result of the series of tests,
the final certification gave a
maximum allowable NOx of
16.5 g/KWh (limit = 17). ■
Independent island power production
A Dominican Republic’s steel
plant has placed an order with
the power plant division of
MAN B&W Diesel for two
9L32/40 engines. These en-
gines, with a total output of
9 MW, will generate electricity
for a hot steel rolling plant in
Santo Domingo, the capital of
the Dominican Republic.
The engines, to be built at MAN
B&W Diesel’s Augsburg plant,
are scheduled for delivery in
May. In addition to the GenSets,
which also include a generator
supplied by MAN B&W Diesel,
the order also specifies backup
systems, separators and pumps.
Bio fuel engines for German distillery
MAN B&W Diesel has been
awarded the contract to supply
two MANB&W Diesel 5L27/38
engines for a bio-fuel power
station in Eppingen-Richen,
Germany.
The engines’ electricity produc-
tion will be about 12,000 MWh/
year and the installation is
scheduled to be completed in
Autumn 2006.
The engines will produce ther-
mal energy for a dryer at the
Hans Wiessner distillery. The
dryer will provide heat for
drying waste sludge. The dried
product can, for example, be
used as a feed supplement.
The distillery is located in the
centre of the town and in order
to further reduce the impact on
the local environment, the
power plant will be fitted with
SCR and Oxi-catalyst equip-
ment to clean the exhaust.
MAN B&W Diesel bio-fuel en-
gines operate on a wide range of
MAN B&W Diesel India
India is on everybody’s mind
today when it come to business
opportunities. The marine
business in India is growing in
terms of new shipbuilding as
well as an increasing number
of ships calling Indian ports.
MBD India is supporting the
growth in the Indian maritime
trade by providing the ship-
building market with world-
class products and service sup-
port. As an important post
within the MAN B&W
PrimeServ concept, MBD India
provides technical service and
The expansion to the existing
power plant includes a new hall,
which will be built onto the side
of the existing building.
Due to the rising demand for
steel in the global market,
Industriales Nationales, C. por
A. (INCA), has decided to double
production by building anoth-
er rolling mill.
INCA chose the 9L32/40 engines
due to the excellent load re-
sponse profile of these engines
– every 100 seconds, load de-
mands rise from 3 to 9 MW when
rolling steel. The state-of-the-art
control systems permit the
bio-mass fuels. Existing power
plant installations successfully
employ fuels such as recycled
animal and frying fat, and new
and recycled vegetable oils.
Today, bio-fuel engines from
MAN B&W Diesel are in com-
mercial operation in five coun-
tries in Europe. In addition to
The building containing the new engine will be sound-proofed with
special glass using a design similar to the one shown above
original spare parts to new and
existing customers.
The internal management of
customers is of paramount im-
portance to meet this new chal-
lenge and, therefore, MBD India
is merging all is marine activi-
ties into one entity.
As MAN B&W Diesel is continu-
ously developing its product to
suit the developing market,
MBD India’s sales staff has been
increased to meet the market
demand. As part of the expan-
sion, a new, intensive training
15
precise and long-term control in
highly demanding conditions.
MAN B&W Diesel is already
strongly represented in the
Dominican Republic. In La
Vega, five MAN B&W Diesel
18V48/60 engines supply the
local inhabitants with their
power needs.
These five engine have a com-
bined output of 90 MW. Fur-
ther power plants fitted with
MAN B&W Diesel engines sup-
ply electricity to numerous
holiday resorts such as in La
Romana, with 9 MW, and in
Playa Bavaro, with 7 MW. ■
the 5L27/38 engines selected by
Wiessner, engine types current-
ly in service include the L16/24,
L21/31 and L28/32H.
MAN B&W Diesel will provide the
5L27/38 engines, while Mann
Naturenergie GmbH (part of
Mann Energie, Germany) will con-
figure additional plant units. ■
programme is underway in or-
der to ensure customers receive
the latest and best information
available.
MAN B&W PrimeServ will pro-
vide fast and efficient support
to shipowners and shipyards
across India. The increasing
numbers of ships calling Indian
ports must be assured that
qualified staff is available when
needed. ■
MBD India can be contacted at:
info@manbw.co.in

New OBC Vessels for China
Complete twin-screw medium speed propulsion packages for research vessels
MAN B&W Diesel has added
two new, interesting reference
plants to the four-stroke order
book. Complete twin-screw
medium speed propulsion
packages have been ordered
for a twin set of 65 m-long off-
shore research vessels.
The vessels will each be speci-
fied and equipped for their very
specific operational tasks, i.e.
seismic sourcing and seismic
recording. The vessels are desig-
nated as an OBC Source Vessel
and an OBC Recorder Vessel,
respectively. The OBC abbrevia-
tion refers to ‘Ocean Bottom
Cable’ and the actual seismic
exploration equipment ap-
plied.
The design consulting company
for this project is Dalian
Shipbuilding Technology
Research Center Co. Ltd., locat-
ed in Dalian, China. Both vessels
will be built by Liao Nan
Shipyard, also located in Dalian,
and the delivery of the first
vessel is scheduled for late
2006. Operator and owner is
BGP/CNPC (China National
Petroleum Corporation), who
bases its fleet in Tanggu,
Tianjin. The operation areas for
these two vessels are not limit-
ed to Chinese offshore waters,
but also include ‘overseas’ ex-
ploration.
MAN B&W Diesel’s Four-stroke
Propulsion Sales Manager,
Mr Jorgen Vinde, explains:
“Very low levels of vibration and
noise from propellers, engines
and propulsion systems are key
issues for these installations. A
very soft resilient seating
arrangement of baseframe and
sandwich mountings has been
applied for the dampening of
structure-borne vibrations by
up to 97%.
The ducted propellers have
been specially designed and
shaped with high regard to ob-
taining low levels of cavitation
and noise emission. From an
underwater point of view, it is
www.manbw.com
MAN B&W Diesel A/S
Teglholmsgade 41
DK-2450 Copenhagen SV
Denmark
Tel.: (+45) 33 85 11 00
Fax.: (+45) 33 85 10 30
DIESELFACTS
10
SWL5T 2-12M SCM
View of vessel’s propulsion and cable plant layout
an absolutely decisive factor for complete Alphatronic IIA
the customer to have a very Propulsion Control and Safety Principal Particulars:
quiet ship, with minimal noise System includes a twin en-
emission and disturbance in gine room control station. Length oa: 65.0 m
relation to the seismic explora- Length pp: 58.4 m
tion equipment.” Two FD1930 propeller nozzles Breadth: 13.8 m
are also included within the Depth: 5.1 m
Propulsion Package scope of supply. ■ Draught: 3.5 m
Crew: 45
The MAN B&W Diesel twin-
screw Alpha Propulsion System Classification: China Classification Society (CCS)
(type 6L23/30A-DVO) specified Ice-class B notation *CSA 5/5 Ice Class B,
for the newbuildings include: Research Ship *CSM, MCC
• Main Engines:
Two MAN B&W Diesel
6L23/30A-D engines, resil-
iently seated with baseframe
and sandwich mountings.
Each engine develops 960 kW
at 900 r/min.
• Reduction Gearboxes:
Two MAN B&W Diesel Alpha
AMG8 gearboxes (type
31VO8), with a speed reduc-
tion ratio of 900:292.
• Propellers:
Two MAN B&W Diesel Alpha
VB560 four-bladed controlla-
ble pitch propellers. The
1,900 mm diameter CPP sys-
tems are complete with tail
shafts, intermediate shafts,
bearings and stern tube
equipment. Epoxy coated
tailshafts with bronze liners
are applied for water lubricat-
ed stern tubes.
• Control System:
In addition to the twin main
bridge control station, the MAN B&W Diesel 6L23/30A-D complete propulsion package
MAN B&W Diesel AG MAN B&W Diesel Ltd. Publisher For further information
Stadtbachstrasse 1 Bramhall Moor Lane Peter D. Petersen PR & Information Dept.
D-86224 Augsburg Stockport MAN B&W Diesel A/S MAN B&W Diesel A/S
Germany SK7 5AQ Copenhagen Copenhagen
United Kingdom Denmark Denmark
Tel.: (+49) 821 32 20 Tel.: (+44) 161 483 1000 Copyright owned by Tel.: (+45) 33 85 11 00
Fax.: (+49) 821 3 22 33 82 Fax.: (+44) 161 487 1465 MAN B&W Diesel
except where mentioned E-mail: dieselfacts@dk.manbw.com