CONSEIL INTERNATIONAL
DES MACHINES A COMBUSTION
THE NEW LABORATORY FACILITY "MARTHA"
FOR MARINE PROPULSION RESEARCH AND
DEVELOPMENT
N. P. Kyrtatos, Professor
I. P. Ioannidis, Professor
V. Pavlidis, Martha Development Coordinator
K. Ventouris, Chief Draftsman
D. Raptis, Martha Electrical Engineer
Laboratory of Marine Engineering
National Technical University of Athens, Greece
P.O.Box 64033, 157 10 Zografos, Athens, Greece
Tel: ++30 1 772 1119
Fax: ++30 1 772 1117
e-mail: nkyrt@naval.ntua.gr
ABSTRACT
The new large-scale experimental facility
(MARTHA) for marine propulsion systems, built at
the Laboratory of Marine Engineering (LME) of the
National Technical University of Athens (NTUA), is
presented. The state-of-the-art facility houses two
four-stroke, marine diesel engines coupled
respectively to hydraulic and electrical dynamo-
meters, allowing for complex, transient loadings.
The facility is equipped with automated monitoring,
alarm, control and data acquisition systems,
facilitating extensive engine performance measure-
ments. The laboratory activities are focused on
marine propulsion system research with particular
emphasis on experimental and theoretical
investigations of engine/load dynamics and control.
These are complemented by numerical modelling of
propulsion systems, using in-house developed
powerplant performance simulation and thermo-
structural analysis codes and optimization software,
thus achieving an integrated systems approach.
-1-
INTERNATIONAL COUNCIL
ON COMBUSTION ENGINES
INTRODUCTION
In the operation of ships the demand for increased
fuel economy, reduced emissions and, at the same
time, improved safety has imposed stricter
requirements to the performance and control of
marine propulsion systems. Modern complex
propulsion systems of high efficiency, monitored
and controlled by electronics, which provide added
degrees of freedom to the designer, pose increased
demands for theoretical and experimental analysis.
In recent years the Laboratory of Marine
Engineering (LME) of the National Technical
University of Athens (NTUA), has been actively
involved in research on marine propulsion system
optimisation, with particular emphasis on theoretical
and experimental investigations of engine/load
dynamics and the interaction between engine and
propulsor. This activity, which requires expertise not
only in thermo-, structural- and hydro-dynamics but
also in control theory, electronics as well as
hardware and software development, is now
supported by the new, state-of-the-art, engine
testing facility MARTHA.
The conceptual design of the facility was
undertaken in the years 1993 – 96 and the project
was budgeted at EURO 3 Million. Building
commenced in 1996 and the major part of peri-
pheral laboratory and office space was occupied in
1998. The internal building arrangement was
completed in 2000 and the facility was inaugurated
in Autumn 2000. A section view of the Laboratory
building is shown in Fig.1.
The principal experimental facility currently houses
two marine diesel engines respectively coupled to
hydraulic and electrical dynamometers, whilst there
is space for one more dynamometer/engine unit.
There are also test rigs for equipment and smaller
engines. The installation is equipped with
automated monitoring, alarm, control and data
acquisition systems, facilitating extensive engine
performance measurements. The experimental
activities are also complemented by the
Laboratory’s computational resources, including
in-house developed software for propulsion system
calculations including engine simulations [1], and
engine-propeller-hull dynamics simulation [2],
optimisation, FEA and vibration analysis.
In addition to the R&D activity, the Laboratory, as
part of the University, supports the training of future
Engineers to attain the higher expected standards
of the increasingly sophisticated marine industry.
The present paper provides an extensive
description of the new experimental facility of LME
for marine engine R&D in relation to the core
activities, namely
• experimental investigations of engine
performance
• analysis and control of propulsion systems
under dynamic (transient) operating
conditions
• propulsion system computer model
development and experimental validation
EXPERIMENTAL FACILITY
DESCRIPTION
The new large-scale experimental facility
(MARTHA) of LME for marine propulsion systems,
occupies two floors of a new, purpose built, 1400
2
m surface area building. The main test cell extends
through two floors from the basement of the
building while the engine control room is located on
the ground floor. A section of the test cell and the
control room is presented in Fig.2.
—2—
Overall arrangement
2
The test cell covers an area of 140m and has been
designed following accepted practices in engine
room operation and conforming to safety and
habitability standards. Since the test cell (engine
room) is located in the middle of a large hangar
surrounded by offices and secondary lab rooms, it
was imperative to limit sound and vibration
transmission. The design of the test cell casing was
based on extensive acoustic analysis. A steel frame
superstructure supports a series of pontoon type
removable hatch covers, resting on rubber strips on
the top coaming and secured to transverse beams
by screw cleats. These covers can be easily and
quickly removed using lifting tackles and the 5 ton
travelling gantry crane, which spans the 15 m
breadth of the Lab building, thus offering access to
the test cell below. Figure 3 is a photo of the
superstructure with the covers removed. The
superstructure walls are made up of framed panels
with laminated construction of plaster-board and
rockwool slabs. The inside face is covered with
perforated corrugated plate giving excellent sound
attenuation properties. Quadruple glazed windows
allow indirect natural light into the test cell.
Vibrational loading of the building was also
thoroughly investigated by extensive numerical
analysis for several modelled configurations,
including different insulating elements. As an
optimal result of this analysis, the engine test beds
are mounted on a “floating floor”. This is a seismic
mass of a 100 ton concrete block resting upon an 8
cm layer of natural agglomerated cork. A modular
grid of attachment railings is embedded in the
floating floor, so as to permit an easy re-
arrangement of the engine units. Ancillary
equipment directly attached to either the engines or
the seismic mass is elastically connected, to
minimise vibrational flanking path transmission.
Sound level measurements after completion of
construction for the whole acoustic bandwidth and
for the test cell are shown in Fig.4. It is evident that
the sound pressure level reduction due to the
enclosure of the test cell exceeds 30 dB for
frequencies over 63 Hz.
Transient testing test-bed
The transient test bed is equipped with an AEG
40.22-M electric dynamometer. This is a separately
excited DC machine, which can be operated in all
four quadrants of the torque-speed plane, both as a
motor and as a generator; thus the machine can
drive and be driven bi-directionally. Operated as a
generator, it can absorb a maximum shaft power of
488 kW providing an output of 440 kW in the speed
 Figure 1 — Cross section of the Laboratory building

M
AN
B
&
W

LD
W

Figure 2 — Cross section of the test cell and the control room

—3—
 injection system includes an injection pump unit
(Woodward) and an injection valve (Woodward) for
each cylinder.

Ω
Ωn
2

-1 Mm
Mn
-1

Figure 3 — The test cell superstructure

-2

Engine room
Lab area adjacent to engine room
Figure 5 — DC dynamometer operation area
120

100
Sound level [dBA]

80

60

40

20

0
31.5 63 125 250 500 1000 2000 4000 8000
Frequency [Hz]

Figure 4 — Sound level inside and outside the

test cell

range of 20-1200 rpm. The nominal no-load speed

(base speed) is 410 rpm. The operation area of the
machine is shown in Fig. 5. In the case of motor
operation, the machine has a rated output (shaft
power) of 400 kW in the speed range 20-1200 rpm.
As a dynamometer, this machine is particularly
suitable for dynamic loading, because of the short
response time of its torque controller and its good
controllability.
The electric dynamometer has both fore and aft
connection couplings.
A MAN B&W Holeby L16/24 5-cylinder, 4-stroke
turbocharged diesel engine is installed on the
transient testing facility, Fig. 6. This recently
designed engine, has a maximum power of 500 kW
and maximum speed of 1200 rpm. The engine can
be operated either with Marine Diesel Oil (MDO) or
Heavy Fuel Oil (HFO). It is equipped with a MAN
B&W NR 12 / S 0 10 turbocharger. Fuel control is
realised via a Woodward UG 8 governor. The fuel
Figure 6 — Transient test bed L16/24 engine
The engine cooling system has a High Temperature
o
(HT) circuit (70–80 C) for the cooling of cylinder
liners and cylinder heads and a Low Temperature
o
(LT) circuit (up to 45 C) used for cooling of the
lubricating oil cooler and the charge air cooler.
These circuits are connected to a separate plate
heat exchanger where the heat is transferred to the
secondary water cooling system of the facility,
served by a cooling tower.
The engine is coupled to the AEG electric
dynamometer via a 2 m shaft and an elastic
coupling. The shaft is supported by a single split
type roller bearing. The choice of the elastic
coupling was based on torsional vibration
calculations, taking into account the inertia of the
diesel engine and of the electric dynamometer, as
well as the mounting of both engines.

—4—
Although this engine has been originally designed The engines external cooling system arrangement
as a constant speed engine for gen-set duty, its is shown in the diagram of Figure 9.
relatively compact size, modern design, ability to
burn heavy fuel oil, power range suitable for the M
transient dynamometer and general outlay, served Mn
well the design target of LME for a prototype
transient test bed for marine engines. However this 1
choice means that several modifications (e.g.
turbocharger, governor and fuel system) are
required, to allow this particular engine to run over a
wide speed range. These will be undertaken in the
near future, in cooperation with the engine and
component manufacturers.

Component testing test-bed

This second test bed is equipped with a Zoellner

9n 38F hydraulic dynamometer (water-brake). The Ω
1
dynamometer can load at constant speed, constant Ωn
torque as well as a combination of prescribed load-
speed points (e.g. propeller curve). Its controller Figure 7 — Hydraulic dynamometer operation
also facilitates the option of time dependent area
programming of operating points. Absorbed brake
power is proportional to the water level inside the
dynamometer casing, this being controlled by an
outflow regulation valve. The hydraulic brake can
only be operated in the first quadrant of the speed-
torque plane for speeds of up to 4000 rpm. The
maximum torque is 10.5 kNm and its rated power is
1200 kW. The operation area of the brake can be
seen in Fig.7. An engine can be coupled on either
fore or aft side since there is a coupling flange on
each side. Due to its wide speed range the
dynamometer is suitable for direct coupling to
different drives. Because of its low response
dynamic characteristics, the brake cannot be used
for rapid transient tests.

A Caterpillar 3508 8V-cylinder, 4-stroke turbo-

charged diesel engine running on MDO, with a Figure 8 — Component test bed
maximum power of 750 kW and a maximum speed CATERPILLAR 3508 engine
of 1800 rpm (Fig.8), is coupled to the hydraulic
dynamometer via a cardan coupling. Both the Expansion

engine and the dynamometer are rigidly mounted

tank

on a common base. DC electric

brake AEG
MAN -
B&W
L16/24

Originally, the Caterpillar 3508 was equipped with

two turbochargers Garett Airesearch TV 181. Hydraulic
brake
CATEPILLAR
Expansion
tank

Modifications allowed for the engine to be currently Zoellner

3508

operated with a single ABB RR 151-14 turbo- Secondary cooling system

charger. A by-pass has been installed between the Water

Plate heat
exchanger Tube type heat

outlet of the compressor and the inlet of the turbine outflow tank NCP 1676 Sulzer
pump GEA
exchangers

and can be used in investigations of engine- 28 m3/h, 30 mH2O

turbocharger matching and turbocharger surging.

Two tube type heat exchangers are used for the

Figure 9 — Cooling systems
heat transfer from the engine cooling system to the
secondary cooling system of the facility.

—5—
Auxiliary systems
Combustion air supply and exhaust system
The combustion air supply system to the engines
has a pressure and temperature conditioning unit.
Overpressure can be regulated up to 70 mbar by
means of a centrifugal fan and two electrically
controlled vanes. The upstream vane is controlling
the air inlet pressure, whilst the second is
controlling the air bleed flow. Temperature
conditioning is achieved with two air-water heat
exchangers, one used as a heater and the other as
a cooler of the intake air upstream of the centrifugal
fan.
The entire exhaust piping and silencers are
thermally insulated. In the exhaust gas system
provision has been made for the realisation of EGR
in any engine, since considerable research is being
conducted regarding this method for NOx emissions
reduction. Provision has also been made for future
installation of exhaust aftertreatment units and of
exhaust gas boiler.
Combustion air supply piping and exhaust gas
ducting outside the test cell are common to both
installed engines. Spectacle flanges are used to
isolate the engines which are not running.
electric heater (Alfa-Laval Heatpac EHS-62, power
7 kW) which allows for HFO with viscosity up to 600
o
cSt @ 50 C to be treated. Untreated heavy fuel oil
from the settling tanks is fed to the separator and
the produced treated fuel is stored in the service
tank. The latter supplies the treated fuel to the
conditioning system.
An IMO LPD screw type booster pump draws the
treated fuel from the service tank and maintains a
pressure of around 4 bar in the deaeration (mixing)
tank downstream. A second IMO LPD screw type
pump, serving as a circulating pump, supplies fuel
from the deaeration tank to the engine through
insulated piping. An electric heater (ALFA LAVAL
Heatpac EHS-62, power 7 kW), a viscometer (Alfa-
Laval Viscochief CS-160) and a filter (Alfa-Laval
MOATTI M140 34) of 25 μm fineness, placed
downstream the circulating pump, secure that fuel
properties entering the engine are in accordance
with engine standards (viscosity lying below 18 cSt
o
and temperature not exceeding 150 C). The heavy
fuel oil plant is designed so as to accommodate fuel
blending. Sludge is pumped to a receiving station
with removable tanks, outside the building.

Secondary cooling system

The secondary cooling system is connected to the

heat exchangers of the facility and circulates 200
3
m /h of water through a centrifugal pump to a
cooling tower at the top of the building. A decrease
o
of 6–7 C of the water temperature is achieved in
the cooling tower.

MDO fuel supply system

Diesel oil from the main tanks, sited in the tank

room, is pumped into a secondary 140 lt tank on a
weighing balance (BUSCH, Type: LV) with an
accuracy of 0.05 kg. Fuel consumption can thus be
Figure 10 — Heavy fuel oil separation system
accurately measured by mass measurement. The
diesel oil supply system also incorporates a small
Test cell ventilation
tube type heat exchanger for cooling the fuel return
flow from the engines.
Special care has been taken for the ventilation of
the engine room to comply with best practices
Heavy Fuel Oil separation and conditioning system 3
regarding such applications. A 25000 m /h air flow
inside the test cell is maintained by one centrifugal
Heavy Fuel Oil separation and conditioning facilities
blower for the forced in-draught and one extraction
are located in a specially designed fuel treatment
fan. Their inherent low noise level characteristics
room, Fig.10. Insulated and heated tanks (two
accompanied with parallel-baffle silencers
settling and one service tank) are located in the
connected at their inlets leads to 65 dB sound
tank room. Each tank has a capacity of 1500 lt. The
pressure level at 1 m distance from both the entry
fuel separator is a centrifugal Alfa-Laval MMPX 403.
grille and the discharge hood. The position of the
The separator with its control unit is supplemented
ducting outlets, dampers and collecting grilles within
by one IMO ACP screw type feed pump and an

—6—
the test cell was based on flow field estimations so
as to avoid short circuiting of the cooling air flow
and stagnant pockets near the engines.
Fire fighting system
The testing facility is equipped with a MARIOFF
HIFOG fire fighting system, shown in Fig.11. This
system combines the extinguishing characteristics
of water with the penetrative qualities of gas, but
without the safety hazards for personnel as in the
conventional CO2 systems. Penetration and sup-
pression of all types of fires is achieved by high
momentum discharge of small water droplets in the
form of a mist which absorbs the fire energy, cools
the surrounding hot air and gases, and prevents the
oxygen from entering the combustion area. A piston
pump, driven by high pressure nitrogen provided
from bottles at 200 bar, pressurises water up to the
injection pressure (around 120 bar). Water is
injected through specially designed spray-heads,
thus producing a very effective mist for fire
suppression. This fire suppression system is
interlocked with a suitable fire detection and alarm
system.
Figure 11 — HIFOG fire fighting system
Engine control room
A soundproofed, air-conditioned control room, is
positioned one level above the test cell floor and
provides an unobstructed view of the machinery
through quadruple glazing observation windows. A
central console houses the monitoring, alarm and
control panels for the engines, dynamometers and
auxiliary equipment. The main swtchboard panel for
the facility as well as various data acquisition
computers and measuring equipment, are also
located in the control room. Control, monitoring,
alarm and DAQ systems are connected to a UPS.
—7—
Remote operation of the test-beds is fully supported
from the control room. However, the system
provides the option of operating the test beds locally
on a basic mode, if necessary. In the design of the
control and DAQ systems, special attention was
given to avoiding electrical interference between
power and signal circuits.
A PC based Data Acquisition System was designed
based on DAQ Boards (PCI-DAS6402/16 by
ComputerBoards) and a user interface developed
in-house using the graphical programming HP VEE
Lab software. Signal selection for acquisition is
performed through mimic diagrams, which depict
operation of systems and circuits as well as the
position of sensors. Several signals can be real-
time monitored on multiple-plot charts, while all
selected signals are stored to be post-processed.
Communication with the DAQ PCs is also possible
via a Local Area Network (LAN) connecting to the
other offices of the building.
MARINE PROPULSION ENGINES
RESEARCH TOPICS
System analysis and control
The performance of marine propulsion plant under
transient loading conditions has been the core of
research activities at LME over many years.
Theoretical investigations were supported by an
extensive range of mathematical models and
several computer simulation codes developed in-
house.
Applications of such models cover a wide range of
powerplant configurations engine types and
operating conditions [3]. Substantial work has been
done on engine/propeller interaction [4]. By building
comprehensive models of the powerplant and the
ships' hull, predictions of engine response during
ship manoeuvres were performed [5].
All such mathematical models require extensive
baseline validation with experimental data, before
using them for any extensive projections. However
for the applications considered, experimental data
can be rather scarce [6].
For the complex models considered here it is
imperative that experimental data is used also for
calibration of sub-parts of the various models.
Full scale shipboard tests can be very useful for
such validation data [7] but the logistics and cost
involved are substantial, rendering such an
approach the exception rather than the rule.
Further, most shipboard tests are conducted during
normal trading operation of a ship, thus there is little
control on several external parameters.
A dedicated test facility for marine powerplants can
provide invaluable information for analysis and
mathematical model validation purposes.
In the facility MARTHA many of the parameters can
be independently controlled, allowing for a well
defined matrix of test sequences, thus providing a
wide range of useful data for all the above
purposes.
However, the generated DC machine torque in this
case is not directly proportional to the armature
current, because of the equation m m = cΦ e i a
where m m the DC machine torque and i a the DC
machine armature current.
The existing control scheme has to be
supplemented with an extra module, which should
translate the desired torque signals (load) to the
appropriate current signals according to the above
equation. The core of such a module would be a
hardware PLC having the following functions:

Using this facility for conducting research on - The control of the existing DC machine
transient performance of marine engines, controller.
prerequisites that any hypothetical or actually
measured engine loading profile can be - The protection of the diesel engine from
programmed and followed by the electric dynamo- excessive loading.
meter.
- The communication with the industrial PC and
The following lumped-parameters dynamical hence with the user in order to:
equation describes the engine-propeller dynamics
assuming a fully elastic shaft and a direct drive a. start (enable) or to stop (disable) the
arrangement: loading (real-time module) of the diesel
engine
QE ( yi ) − QP ( N , K Q )
N = b. receive the data of the simulated propulsor
J such as propeller inertia and loading torque
generated by an interconnected PC
where N crankshaft-propeller rpm, QE engine
torque, QP propeller torque, yi fuel index position, KQ - The detection of any abnormal operation and
propeller law coefficient and J is the total engine- the initiation of the shut-down procedure for the
propeller-entrained water inertia. entire system.
Using this equation and estimating the uncertainty The design of such an extra module was performed
ΔJ, inherent to the value J of the combined shafting in-house and implementation is underway. The
system inertias, due to fluctuations of the entrained target system is shown in Figure 12.
water mass, a mathematical expression for the
loading torque can be derived. This expression for Existing System
the loading torque may form the input for the
requested torque profile in the programmable-load Governor Diesel
AEG Dual
Converter
DC
electric brake. Engine
dyno Control
Control Signals
Speedref Torque Load
Signals Speed
The AEG GC 40.22-M electric dynamometer with its
existing control configuration cannot support
elaborate torque control, above the nominal no-load Terminal
Block
Terminal
Block
Terminal
Block

speed. Torque control below nominal no-load speed Field bus

is achieved by a current controller due to the

proportionality between current and control. Above
nominal no-load speed, control is attained by field
weakening. A field controller weakens the main field Personal Computer
Hardware PLC
New implementation
in such a way that the induced armature voltage of
the DC machine is kept constant. Field weakening
Figure 12 — Control scheme for the AEG DC
is based on the following equation:
dynamometer
Φ e = E max (cω )
−1
where E max the induced
armature voltage reference signal, c the DC This extension of the dynamometer abilities will be
machine dependent constant and ω the diesel in parallel to modifications in the L16/24 engine
(electronic governor, turbocharger and fuel system).
engine speed.

—8—
The combined engine-dynamometer set will allow
very advanced experimental investigations supple-
menting theoretical analysis in the area of advanced
control of marine powerplants [8], as well as engine
component studies.
Engine component optimization
The engine/turbocharger matching with its
associated effects on combustion and emissions is
also an important area of R&D at LME.
Problems in matching have been extensively
investigated for a large number of applications [9].
Especially the problem of turbocharger compressor
surging has been extensively considered.
Mathematical models for compressor performance
during surging have been developed [10] providing
valuable insight in engine operation under such
conditions.
The CAT 3508 test engine is well suited for studies
of turbocharger performance. The original twin
turbocharger configuration has been replaced with a
single turbocharger and a controllable by-pass
downstream of the compressor to upstream of the
turbine has been added. Parametric studies were
performed in order to assess the effects of by-pass
valve opening on engine performance. Simulation
results were in very good agreement with the
experimental results obtained from the test-bed.
The compressor operating points for various
openings of the by-pass valve, for the same engine
operating point are shown in Figure 13, where it can
be seen that as the by-pass valve opens, the
operating point of the compressor moves away from
the surge limit.
Figure 13 — Compressor operating points for
various by-pass openings
—9—
CONCLUSIONS
A state of art testing facility for marine propulsion
systems was commissioned at the LME/NTUA. This
facility has two large test beds. One test bed is
mainly dedicated to engine transient operation
studies and related research on control systems of
marine powerplants.
The other test bed is mainly suited for engine
component performance studies. Testing of engine
auxiliaries as well as fuels can also be undertaken.
Both test-beds will be used in the further
development and validation of computer simulation
models, as the ones used in [11].
The transient test-bed in its completed form will
enable testing of complex engine loading profiles.
This, together with programmable controllers and
actuators, will allow to close the design loop of
analysis, simulation, prototype design, imple-
mentation and experimental evaluation of novel
engine component and control systems.
Thus the Laboratory is well suited to support state-
of-art research in marine propulsion systems. An
exterior view of the Laboratory is shown in Figure
14.
Figure 14 — Exterior view of the Laboratory
ACKNOWLEDGEMENTS
The Caterpillar 3508 engine testbed was provided
via a donation of ABB Turbo Systems Ltd,
Baden/Switzerland to NTUA/LME, which is
gratefully acknowledged.
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Diesel Engine Simulator for Advanced Ship Marine Diesel Engine Powerplants: Measurements
rd
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[2] LABROPOULOS, V., KYRTATOS, N.P.

"Modular Simulation of Marine Propulsion Systems
Using an Engineering Building Block Approach"
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th
ISME 6 Intl. Symposium on Marine Engineering,
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[8] XIROS, N., KYRTATOS, N.P. "Marine

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nd
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— 10 —