A Technical Customer Magazine of MAN Diesel & Turbo
The ‘MSC Jade‘ pictured during seatrials in Korea (picture courtesy MSC)
Record-Breaking
Engine Enters Service
Largest and most powerful MAN B&W-branded
engine makes market début aboard large
container vessel for container giant
The largest and most powerful en-
gine from MAN Diesel & Turbo’s
portfolio ever designed and built has
entered service. Built by Doosan En-
gine in Korea and rated at 75,570 kW
(103,000 horsepower), the engine is
an MAN B&W 11G95ME-C9.5 two-
stroke type that acts as prime mover
aboard the ‘MSC Jade’.
The 19,437-teu container vessel is
operated by Mediterranean Ship-
ping Company (MSC), the global
container shipping company. Dae-
woo Shipbuilding (DSME) delivered
the newbuilding on 20 May, which
subsequently sailed the short tour
to Busan. The MSC Jade also fea-
Greek Market Leader
Orders Kappel Propellers
Upgrade for 8,500 teu
containerships
> Page 4
G90 – Introducing a
New Design Platform
The new G90ME-C10 has been added
to MAN Diesel & Turbo’s large-bore
engine programme. It is weight-
optimised, compared to the S90ME-
C9/10, and it forms the new design
platform ready for a new generation
of engines, when needed. A new
S70ME-C10, which is currently under
consideration, will be based on this
tures 4 × MAN L32/40 auxiliary en- Low-Speed Sales and Promotions, platform.
gines (2 × 8L32/40 + 2 × 9L32/40 MAN Diesel & Turbo, said: “We at-
units), each with a single MAN tribute the G95’s popularity in this The G90ME-C10.5 has been
NR34/S turbocharger. segment to its ability to provide launched in addition to MAN Die-
Doosan Engine reported the sufficient power for such vessels to sel & Turbo’s already very competi-
main engine’s initial start during reliably achieve their desired oper- tive S90ME-C9/10 and G95ME-C9
October 2015, and a successful ating speed. Here, the G95’s rpm engine types.
shop-test subsequently followed. ensures that a propeller of optimal The G90 will be based on a
The engine is the first in a series of size can be employed, in turn deliv- much more mass-optimised de-
six ordered by MSC, with a second ering a low fuel-oil consumption for sign platform that results in a lighter
sister-vessel shortly scheduled for an optimal fuel economy.” engine with a specific mass of 26.5
sea trials and two further vessels, MAN Diesel & Turbo reports that, kg/kW for the G90 compared to 29
currently finishing construction at since August 2013, 68 × G95 en- kg/kW for the S90ME-C10. The
Samsung Heavy Industries, due gines have been selected for the overall length, width and height
for sea trials during June. ‘large’ capacity container market, have also been reduced compared
that is, container ships ranging in... to the S90ME-C9/10.
The G95 type As the first engine in the en-
Ole Grøne, Senior Vice President Continued on page 2 gine programme, the G90 is from
ME-GI and ME-LGI New Engine Control World’s First Two-Stroke
Gas Technologies Technology for Improved Triple ME-GIE Engine
New technical paper from Ship Acceleration Completed at Mitsui’s
Copenhagen Tamano Works
> Pages 6-7 > Pages 8-9 > Page 11
2/2016
the beginning designed with FBIV
(Fuel Booster Injection Valve) and
TCEV (Top Controlled Exhaust
Valve).This means that this engine
does not have a hydraulic cylinder
unit (HCU), a base plate and long
high-pressure pipes between the
actuators and the fuel and exhaust
valves.
The purpose of the TCEV is to
integrate the exhaust actuator, the
hydraulic push rod and the HCU
block into the exhaust valve. By
doing so, the dynamic behaviour is
improved (no long hydraulic push
rod).
The FBIV and the TCEV technol-
ogies are well-suited for integration
on the cylinder cover of the engine.
Similar to the G95, the control of
the valves for fuel injection is sep-
arated from the control of the ex-
haust valve, however, now by us-
ing the well-known electronic fuel
injection valve (ELFI) and the new...
Continued on page 2
PAGE 2 DIESELFACTS 2/2016

Record-Breaking Engine Enters Service

Continued from front page

...size from 9,000 to 21,000 teu,

Propulsion
SMCR power and in 8- to 11-cylinder versions.
kW The G95ME-C9 itself is an im-
90,000 portant part of MAN Diesel & Tur-
80,000
bo’s G-engine programme. The
G90ME-C10 engine, with a bore of 950 mm
70,000 S90ME-C10
G95ME-C9 and a stroke of 3,460 mm, pro-
S90ME-C9
60,000 vides 6,870 kW/cylinder at 80 rpm
and 21 bar MEP (in L1) and was
50,000
introduced as a supplement to the
40,000 successful S90ME-C9/10 engine
30,000 types, allowing the engine to be
further derated thanks to the larg-
20,000
er cylinder bore and/or fewer cylin-
10,000 ders to be installed.
60 70 80 90 100 r/min Following this trend, as well as
Engine/propeller speed at SMCR
those for cost-down and downsiz-
ing, the S90ME-C has recently
been supplemented with a Alternate view of the 11G95ME-C9.5 engine during its shop test in Korea
The G95ME-C9 engine supplements the successful S90ME-C9/10 engine types G90ME-C10 version. (courtesy Doosan)

G90 – A New Design Platform

Continued from front page
...proportional exhaust valve actua-
tor (PEVA).
Integration of FBIV and TCEV
will lead to a considerable weight
reduction, because the baseplate,
HCU, pressure booster, high-pres-
F G
D E
TCEV/FBIV TCEV/FBIV component
position
A TCEV distributor block
B TCEV oil cylinder, internal FBIV
C control oil pipe
D FBIV, top half
B TCEV internal, control bushing
D FBIV, internal (pipe omitted)
B TCEV, internal (pipe omitted)
E Disturber block
F ELFI
G PEVA
Table 1: Explanation of equivalent components for TCEV/FBIV concept contra HCU concept position numbers and letters in Fig. 1. (Source: MDT)
Fig. 1: TCEV/FBIV concept (left) contra Traditional HCU, actuator and exhaust valve (right)
sure fuel oil pipes and exhaust ac-
tuator can be eliminated. In com-
bination, these two technologies
also offer improved hydraulic dy-
namics and flexibility. Fig. 1 shows
the top of the engine and the tradi-
tional HCU/actuator/booster solu-
tion to the right and the new TCEV/
C B A which means less weight and
1 cept by reducing the complexity of
Main function
Delivers HPS pressure to control valves
Distributes hydraulic input/output from
control valve to booster and actuator
Produces fuel oil injection pressure
Produces two-step hydraulic pressure
for exhaust opening
Methanol
HFO
HFO
HFO
Exhaust valve actuation control valve
FBIV integration to the left. The let- The FBIV/TCEV design has been
ters and numbers in Fig. 1 are ex- tested both on a test rig and on the
plained in Table 1. test engine as well as service test-
For a G95, the weight reduc- ed on a 50-cm bore size and shop
tion going from the traditional HCU tested on a 95-cm bore size.
setup to the TCEV/FBIV concept A new S70ME-C10 is under con-
is about 2 tonnes per cylinder, as sideration, and preliminary figures
shown in Table 2. for power and rpm can be seen in
Table 3.
This new S70ME-C10 under
consideration is based on the de-
sign platform created for the G90,
smaller overall dimensions thanks
to, among other things, the TCEV
and FBIV, the flex rod, and the in-
5
creased flexible main bearing sup-
ports. All data are still preliminary
4 until the final design is in place.
9 New Technologies
For some years now, the prima-
ry target of R&D at MAN Diesel &
Turbo in Copenhagen has been
to develop the next generation of
8
the ME platform. During this time,
3 the goal has been to utilise the full
2 potential of the ME engine con-
the hydraulic system and increase
system performance, and the new
TCEV and FBIV technologies have
been developed within this scope.
The two technologies were origi-
nally developed in parallel, how-
ever, it became apparent that a
ME-C ME-C
position component
significant weight reduction could
be realised by combining the two
technologies, and today they are
1 HCU distributor block
developed as a system with focus
on the combined benefits.
2 Fuel oil pressure
The TCEV/FBIV system is enter-
booster
ing the final confirmation stage and
3 Exhaust actuator
has operated in service for more
than 2,000 hours as a system, and
4 Fuel oil high- the FBIVs for more than 10,000
pressure pipe
hours – both on a 50-cm bore en-
5 Hydraulic push rod gine.
- No equivalent
8 ELFI Top Controlled Exhaust Valve
9 ELVA The ME low-force exhaust valve
is the design foundation for the
development of the TCEV. The
exhaust valve movement is still a
result of the pressure balance be-
tween the air spring and the actua-
tor powered by the high pressure
system. Furthermore, the actuator
still has a two-step opening se-
quence where the hydraulic power
is reduced after the initial opening,
and thereby keeping the hydraulic
oil consumption at a minimum.
The TCEV is essentially an actu-
ator piston placed directly on top
of the exhaust valve spindle. The
high-pressure transmission from
the HCU to the exhaust valve top
has been removed, which means
the high-pressure pipe along with
all the components necessary to
operate this hydraulic transmission.
Furthermore, new design prin-
ciples have also been introduced.
One such example is the hydrau-
lic actuator piston, which is de-
signed in one single piece. The
two-step actuation is achieved by
cutting off the hydraulic oil supply
for a ring area, called step 1. This
is a significantly different principle
compared to the actuator piston
design in the present low-force ex-
haust valve actuator, where the re-
duction of hydraulic oil consump-
tion is achieved by preventing the
movement of one of the two acting
pistons.
Cutting off the hydraulic oil sup-
ply is a general design feature of
the TCEV replacing the low-force
design elements of restricting
movements. The result is hydraulic
behaviour less sensitive to chang-
es in viscosity and fewer pressure
excitations.
It is a general design challenge
of a hydraulically actuated exhaust
valve to achieve sufficient opening
power at full load without exceed-
ing the force limits on moving parts
at low load due to excess of power.
This is not different for the TCEV.
In fact, it has become even more
challenging with the increased dy-
namic behaviour.
A closed loop speed control has
therefore been introduced to op-
DIESELFACTS 2/2016
timise the actuation power at all
load points. The control valve re-
duces the flow area for the oil sup-
ply to the actuator piston based on
an evaluation of the exhaust valve
spindle speed. The slower exhaust
valve opening reduced the excita-
tion of pressure pulses, preventing
cavitation from occurring.
Fuel Booster Injection Valve
The key aspects of the fuel boost-
er injection valve compared to the
present fuel injection system are
improved dynamic behaviour and
system reliability.
The main differences are the re-
moval of the high-pressure pipe
and the new position of the control
valve closest possible to the fuel
injection nozzle.
Both design changes have a di-
rect positive impact on the dynam-
ic behaviour because the operat-
ing hydraulic volumes are reduced
to an absolute minimum, thereby
offering a more direct response to
the control valve operation.
A comparison between SFOC
for the FBIV and the common rail
system was conducted on test en-
gines in Japan and complied with
IMO NOX Tier II. The two systems
showed comparable results across
the whole load range, and the
choice of injection system should
therefore consider cost effective-
ness more than performance.
In many cases, the high-pres-
sure pipe of the present fuel injec-
tion system has been a delicate
component. Updates have been
required, often in connection with
the challenge of handling the sig-
nificant forces acting on the long
slender pipes, and these chal-
lenges have increased with the in-
creasing stroke length. By remov-
ing it completely, the fuel injection
system has become more robust
and maintenance friendly.
Another advantage is the up-
side-down position of the pressure
booster piston. The risk of blend-
ing fuel and high-pressure oil may
result in lubricating oil contamina-
tion. This situation has been elim-
inated in the new design by the
upside-down arrangement. The
umbrella sealing has therefore
been removed on the newest de-
sign – further reducing the weight
and complexity of the FBIV. The
simplification is illustrated in Fig. 5.
Finally, the piping connection
to the FBIV was improved during
the development of the FBIV for
methanol injection. A sleeve solu-
tion was developed to enable easy
maintenance of the valve and allow
Masses
t 48.8
Δt
Table 2: Comparison of weight between HCU solution and FBIV/TCEV solution (preliminary data). (Source: MAN Diesel & Turbo)
Vpist
m/s
S70ME-C8.5 8.49
S70ME-C10.5 8.49
Table 3: Main data for S70ME-C10. (Source: MAN Diesel & Turbo)
PAGE 3
Top Controlled Exhaust Valve (TCEV) Exhaust valve bottom piece
Integrates the exhaust actuator, Wide-seat bottom piece with increased con-
the hydraulic push rod and the tact area lowers the spindle seat temperature.
control block into the exhaust Reduced outer diameter lowers the bottom piece
valve. Integration of the fuel seat temperature and the load on the exhaust
booster injection valve (FBIV) valve housing and studs. The O-ring seal
and TCEV eliminates the current between the exhaust valve housing and the
HCU base plate, HCU, pressure bottom piece is omitted.
booster, high-pressure fuel oil
pipes and exhaust actuator.
Cylinder cover
Reduced flange thickness
Cylinder liner Piston crown
Reduced liner Reduced building height and
wall thickness valley design. Reduced skirt
to lower the height. Piston crown torque
weight of the bolts instead of hydraulic studs
as-cast blank. to reduce the building height.
Piston rod
Reduced transition height
Cylinder frame between shank at both ends.
Height reduced. Reduced rod foot height.
Stuffing box
Frame box Reduced building height,
Height reduced. same function.
Welded flange
Crosshead
for pressure
Wide-pad bearing poten-
relief valves
tial harvested. With a 10%
omitted.
bearing pressure rise.
Connecting rod
Crankshaft
Flex rod – flexible hole near the
Mono cylinder distance.
crankpin bearing, resulting in
Increased cut-off on
a lower bearing oil film pres-
full weight throw to allow
sure and an increased oil film
reduced connecting rod
thickness for the same bearing
length. A lighter crankshaft
dimensions. The flex rod is a
means that the limit for an
major contributor to the reduced
undivided crankshaft is
cylinder distance. Shorter
increased by one cylinder.
connecting rod and lower
Shorter crankshaft middle joint.
engine building height. Bearing
caps in both ends of the
Bedplate connecting rod are made with
Height above crankshaft smaller building height.
reduced. Foundation bolt
transverse distance reduced.
Bended-type side wall.
Reduced weight and optimised
stiffness of bearing supports. Main bearing
Plate thickness differentiation. Blended-edge prepared for all positions.
Fig. 2: Overview of new G90 design features
connection of five individual pipes Furthermore, cost considerations was added to facilitate unity con- dynamic response behaviour. Both
covering methanol supply, metha- regarding the FBIV called for the trol of the FBIVs using a FIVA or Design A and Design B have there-
nol circulation, cooling oil and um- application of a combined control ELFI control valve. fore been tested, and only a small
brella drain. The sleeve solution is valve. FBIVs with individual control The TCEV and FBIV as a system difference can be seen on the
the basis for the latest FBIV design. are costly, and the benefit of hav- have been tested extensively both most dynamic-demanding profile–
ing individual control valves require on test facilities in the Diesel Re- double injection.
Combining TCEV and FBIV significant software updates. search Centre in Copenhagen, on
Combining the TCEV and the FBIV The integration was achieved by test engines in Japan and in service. Technology Roll-Out
was an obvious step when the expanding the hydraulic interface The dynamic behaviour of the It has, furthermore, been decided
control valves of both technolo- of the TCEV with supply lines for FBIVs has been a main focus, as that the G90ME-C will be equipped
gies were moved from the base the FBIVs and sufficient accumu- the displacement of the control with TCEV and FBIV. Further en-
plate level to the top of the cylinder. lator volume. A small control block valve of cause will attenuate the gine upgrades in the two-stroke
large-bore programme will include
this new technology system as well.
8G95ME-C9.5 Per cylinder
HCU FBIV/TCEV HCU FBIV/TCEV Concluding Remarks
32.7 6.1 4.1 Five years of development on the
Ref. -16.1 Ref. -2.0 new ME technologies has been
concluded with the successful test
in service over the past 12 months.
MAN Diesel & Turbo is confident
that the market will embrace the
S B S/B cyl. dist Mass of 7 cyl. mep L1 Pmax Pcyl L1 rpm L1 rpm L3 SFOC L1 benefits of the new technologies,
mm mm mm t bar bar kW g/kWh
as they represent a simpler design
2800 700 4.0 1190 605 20 170 3270 91 73 169 with fewer components and a re-
2800 700 4.0 1110 596 21 185 3430 91 73 167 duced total weight. It is an improve-
ment not only for shipowners, but
also for the company’s licensees.
PAGE 4
Greek Market Leader Orders
Efficient Kappel Propellers
Vessel upgrade that includes MAN Alpha Kappel propellers will make
8,500 TEU vessels among most competitive in mid-size container market
MAN Diesel & Turbo has won the
order to supply Danaos Shipping Co.
Ltd. with fixed pitch Kappel propel-
lers, propeller boss caps with fins,
and EPL (Engine-Power Limitation)
for two container vessels – the
8,500 TEU ‘CSCL Europe’ and ‘CSCL
America’.
Mr. Dimitrios Vastarouchas, Tech-
nical Director & Deputy Chief Op-
erating Officer of Danaos said: “At
Danaos we look forward to have
the vessels upgraded. Our R&D
Department has conducted very
thorough investigations before
concluding what the right upgrade
solutions for these vessels are, and
we are confident that the vessels
will be highly competitive in the
market once upgraded”.
Both container vessels are pow-
ered by MAN B&W 12K98MC-C
main engines rated at 68,520 kW
at 104 rpm. In connection with the
propulsion upgrade the main en-
gines will be limited to 44,000 kW
at 89.7 rpm, however top speeds
of more than 23 knots will still be
available.
Along with the upgrade of their
propulsion systems, the vessels
will also enter dock to rebuild their
bulbous bows. Combined with
the already installed turbocharger
cut-out, these comprehensive up-
grades are expected to reduce fuel
consumption at the new optimisa-
tion speed of 18 knots by a total
The fixed-pitch, 8,900 mm Alpha MAN Kappel propeller employed by the two container vessels
of more than 15% compared to
the vessels as they were delivered
from the new building shipyard in
2004. The upgrade packages will
make the Danaos container ves-
sels among the most competitive
mid-size container vessels in the
market.
Vessel & Engine Specific Study
Most mid-size container vessels
were often originally designed and
built to operate at much higher
speeds than it is the case today
and accordingly, their propulsion
characteristics can be optimised.
To this end, MAN PrimeServ’s
Retrofit & Upgrade Departments
in Copenhagen and Frederikshavn
started up a ‘Vessel & Engine Spe-
cific Study’ in 2015. The project re-
searched 12 different potential so-
lutions for optimising propulsion
using diverse MAN Diesel & Turbo
technologies and products individ-
ually and in various combinations.
Concurrently, Danaos ran some 35
concept studies on the optimisa-
tion of its vessels at their in-house
R&D department before conclud-
ing on how to proceed.
Before the final choice of solu-
tion was made, exhaustive CFD-
simulations and model tank tests
were also carried out at the Krylov
State Research Centre (KSRC) in
St. Petersburg, Russia.
Besides verifying the perfor-
mance of the new Kappel propel-
lers and the new bulbous bow de-
sign, a primary reason for carrying
out model tests was also to en-
sure that the new propellers for the
CSCL Europe and CSCL America
would have the correct light run-
ning margin (LRM). A temptation
with optimisation projects can be
to deliberately reduce the LRM be-
low the optimal in order to give the
propellers a slightly higher efficien-
cy. Ultimately, a propeller layout
with a reduced LRM will, however,
be at the expense of the engine’s
SFOC whereas the full potential of
the propulsion upgrade will not be
exploited in full scale. MAN Die-
sel & Turbo’s philosophy is to look
at the complete propulsion drive
train in a holistic fashion where
components are viewed in terms
of the mutual influence they have
on each other.
Apart from the new Kappel pro-
peller and propeller boss cap with
fins – both designed for the re-
duced engine output – the contain-
er vessels will also, while in dock,
have their bulbous bows altered to
a design that better matches their
future operation profile – an oper-
ation popularly known as a ‘nose
job’.
MAN Alpha Kappel Propeller
The new propellers will be of the
highly efficient Kappel design from
MAN Diesel & Turbo. The unique
design of the Kappel propeller with
Principal particulars
Vessel Type
Cargo capacity
Length overall
Breadth
Design draught
Main Engine
Engine power and propeller speed
Engine power after upgrade
Max. ship speed after upgrade
Service speed after upgrade
Kappel propeller diameter
Number of propeller blades
Source: MAN Diesel & Turbo
its forwardly swept propeller blade
tips reduces the tip vortex and con-
sequentially the drag of the blades
trough the water. An additional ef-
fect of the Kappel design is lower
pressure pulses induced to the hull
allowing a smaller clearance be-
tween the hull and propeller blade
tips. As a result of this, the propel-
ler diameter can be enlarged which
increases the efficiency of the Kap-
pel propeller even further.
Combined with the knowledge
from MAN Alphas more than 100
years of propeller design and re-
fined to today’s concept, the Kap-
pel propeller design is among the
most efficient propeller designs in
the world.
With a diameter of approximate-
ly 9 metres, the 5-bladed propel-
lers will be the largest fixed pitch
Kappel propellers delivered to date.
They will be manufactured by MAN
Diesel & Turbo licensee, Zhenjiang
Tongzhou Propeller Co. Ltd in Chi-
na along with the new propeller
boss caps with fins – an efficien-
cy improving device for reducing
the hub vortex and drag behind
the propeller hub. The new Kappel
propellers and propeller boss caps
with fins contribute with an efficien-
cy gain of 6% which can be directly
transferred to reductions in fuel oil
consumption and emission.
Kjartan Ross, Business Devel-
opment Manager of MAN Diesel &
Turbo said: “I started my carrier in
the maritime industry in 2004 – the
same year as these vessels were
delivered. Taking the fairly high top
speed of more than 23 knots still
available after the upgrade into
consideration, I am continuously
impressed by how much technol-
ogy has leaped forward in the mar-
itime industry just during these last
12 years”.
The propellers will be delivered
directly to the shipyard where in-
DIESELFACTS 2/2016
Fully cellular container vessel
8,500 TEU
333.99 m
42.80 m
13.00 m
12K98MC-C6
68,520 kW @ 104.0 RPM
44,000 kW @ 89.7 RPM
+23 knots
18.0 knots
8,900 mm
5
stallations of the new propellers
and bulbous bows have already
been tentatively scheduled for lat-
er this year.
Engine Power Limitation
Engine Power Limitation (EPL) is a
simple way of reducing the power
output of the engine by changing
the governor settings. Indirectly,
EPL has a fuel oil saving effect as a
reduced power output can have a
positive effect on others efficiency
improving initiatives such as pro-
peller upgrade and engine tuning.
As an example the Kappel pro-
pellers in this upgrade have been
designed for a reduced engine
power of 44,000 kW at 89.7 RPM
whereas a limitation of the power
output is needed. By doing so the
Kappel propeller can be optimised
better for the new optimization
speed of 18 knots adding additional
fuel oil saving to the upgrade pack-
age. Combining EPL with a propel-
ler upgrade does however not only
enable a better optimisation of the
propeller efficiency; it also allows
weight reductions of the propellers
and hence reduces both the pro-
peller cost and the overall cost of
the upgrade package.
Propulsion Drive Train
Vessel and engine upgrades often
have an impact on torsional vibra-
tion and NO X. When a low-load
tuning method such as a turbo-
charger cut-out or a propeller up-
grade is installed, the torsional vi-
brations’ impact and the NOX level
have to be taken into account to
ensure that the vibrations’ impact
is not harming the propulsion drive
train and that the NO X level is in
compliance with IMO regulations.
All the required calculations and
class approvals are included in the
MAN Diesel & Turbo upgrade
package.
DIESELFACTS 2/2016
ACOM, the Innovative Automated
Cylinder Oil Mixing System
New cylinder lube oil system greatly simplifies task of cylinder lubrication
for MAN B&W two-stroke engines
ACOM is a newly developed cylinder
lube-oil delivery system that simpli-
fies cylinder lubrication by mixing
fully formulated cylinder lube oils to
ensure a suitably low feed-rate. The
aim is to optimise the lubrication
both technically and economically.
Simplified Lubrication
Ships operating in the full range
from 0 to 1.0 to 2.0 to 3.5% sulphur
(S) require several lube-oil types in
order to have an efficient lubrica-
High
BN
Mixing unit 
optimal BN
Fig. 4 Test of the ACOM system. The delivered BN corresponds to the BN
ordered in the system
180
160
140
120
Cylinder lube oil BN
100
Feed rate 0.6 g/kWh
80
60
40
20
0
0 0,5
Fig. 3 ACOM (Automated cylinder oil mixing). A high BN-oil and a low-BN oil is mixed to the optimal BN for the fuel in use
tion at low feed rates. However,
cylinder oils are usually optimised
for a specific fuel-sulphur range.
The newly developed Automat-
ed Cylinder Oil Mixing (ACOM) sys-
tem (Fig. 1) mixes fully formulated
cylinder lube oils to the required
BN (base number) to match the
sulphur content of the fuel (Fig. 2).
This enables the operator to use a
low cylinder lube oil feed rate. The
idea was first presented in 2002,
but it was not until recently that
the technical incentives and mar-
Low
BN
Cylinder lube oil BN: Min. feed rate, optimum BN
Feed rate factor: ACC100 = 0.28
100 BN oil:
Feed rate increased acc.
ACC 100 = 0.28: FR = 0.28 x %S
1 1,5 2 2,5
Fuel Sulphur, %
ket situation were right for the intro-
duction of the ACOM system.
Matching BN with fuel S
Matching the amount and type of
cylinder lube oil to the fuel, engine
type and operation pattern are key
factors in achieving efficient lubri-
cation (SL2014-587, SL2014-593,
SL2016-604). This enables the
operators to obtain reliable and
efficient engine operation, which
then ensures long-term economic
operation.
MAN Diesel & Turbo two-
stroke’s general lubrication strat-
egy is to:
 Use low-BN cylinder lube oil for
low sulphur fuel.
 Use high-BN cylinder lube oil
for high sulphur fuel.
It is more efficient, both technically
and economically, to lubricate an
engine with a high-BN oil at a low
feed-rate than using a lower-BN at
a higher feed-rate.
Mixing strategy
Mixing can be achieved in the full
range from low-BN oils to high-BN
oils. By mixing two fully formulat-
ed cylinder lube oils, detergency
and dispersancy are always at the
highest level, and viscosity is kept
at the recommended level.
The mixing strategy is shown in
Fig. 3. A low BN oil (in this exam-
ple 25 BN) is mixed with a 100 BN
oil, and the recommended BN is
shown corresponding to the sul-
phur % of the fuel for a known
ACC-factor (Feed Rate Factor). The
slope is dependent on the ACC-
140 BN oil:
Feed rate increased acc.
ACC140 = 0.20: FR = 0.20 x %S
3 3,5 4
PAGE 5
factor. For mixtures between 25 TOTAL, Gulf Oil Marine, CASTROL
and 100 BN, the feed rate is kept and ExxonMobil. Other tests are
at the minimum. For fuels with sul- also in the pipeline.
phur contents requiring higher than
100 BN, the feed rate must be in- Implemented into the ECS
creased by the formula: Presently, the crew must key in the
Cylinder lube oil feed rate = ACC- required BN on the ACOM, based
factor x %Sfuel. on an operation recommendation.
If a higher BN than 100 is avail- The next step is make the engine
able, the engine can tolerate high- control system (ECS) specify and
er sulphur contents at minimum control the BN where it today con-
feed rate and at the same time the trols the feed rate. For more infor-
ACOM system may protect the en- mation, please contact MAN Diesel
gine from possible bore-polish as & Turbo’s Operations department:
the BN will be reduced at lower leo@mandieselturbo.com
sulphur contents. (Fig 3). Testing of
140 BN oils is proceeding and ini-
tial results are expected end-2016.
ACOM replaces tanks
The ACOM system can replace
the heating tank and the two day-
tanks which are currently recom-
mended (SL2014-593).
At the Factory Approval Test
(FAT) the equipment performed
as expected (Fig. 4). Mixing vol-
umes are kept small enabling a
fast change-over from one BN to
another. The design makes it pos-
sible measure the daily consump-
tion of lube oil and to lead the oils
directly from the storage tanks to
the ACOM.
ACOM in service
Several pairs of low-BN and high-
BN oils are tested in the ACOM to
ensure that both the performance
of the ACOM and the cylinder lube
oils are acceptable.
The first ACOM unit has been
running since September 2015 on
an oil tanker with a 6S50ME-B8
MAN B&W main engine in coop-
eration with the ship-owner and
the oil company, Shell. Four other
ACOM tests were launched in the
1st, 2nd and 3rd quarters of 2016, Fig. 1 First prototype installation, op-
where we cooperate with the ship- erating since September 2015
owners and the oil companies,
ACOM: Ordered vs delivered measured BN
120
ACOM delivered measured BN
100
80
60
Ordered BN
40
Target line
20
0
0 20 40 60 80 100 120
ACOM ordered BN
Fig. 2 Example of mixing strategy for the ACOM system. A 25 BN is mixed with a
100 or 140 BN oil. ACC-factor must be individually evaluated for each engine
PAGE 6 DIESELFACTS 2/2016

ME-GI and ME-LGI Gas Technologies

– Development Status and Results
by Lars Juliussen, Senior Manager and Head of MAN Diesel & Turbo’s
Diesel Research Centre, Copenhagen

Fig. 1: The first methanol carrier from Minnaminippon with an MAN B&W ME-LGI engine, the ‘Lindanger’ (picture courtesy Methanex)

In close cooperation with our licen-
sees over the past few years, the
first alternative fuel burning engine,
the ME-GI engine, has been matured
from extensive testing on numerous
ME-GI engines on the test bed.
At the same time, the functionality
of the auxiliary and fuel gas sup-
ply systems (FGSS) has been vali-
dated.
The most recent development of
the ME-GI engine is based on the
experience gained from operating
on LNG on a number of commer-
cial vessels in service.
The ME-LGI injection concept
was developed in parallel with the
above. This new injection concept
expands MAN Diesel & Turbo’s
dual-fuel two-stroke portfolio and
enables the exploitation of more
low flashpoint fuels such as meth-
anol, ethanol and LPG (liquid pe-
troleum gas) – all fuels which be-
have in a similar way as liquid fuels
when injected. In this respect, the
ability of the ME-LGI engine to run
on these sulphur-free fuels offers
great potential for ship operation
within SECA zones.
The ME-LGI engine benefits
from electronic controls that en-
compass the fuel being injected
by a so-called fuel booster injec-
tion valve (FBIV). This innovative
fuel booster, specially developed
for the ME-LGI engine, ensures
that a low-pressure fuel-gas sup-
ply system can be employed.
The first inquiries regarding ap-
plication of this technology con-
cerned methanol and LPG car-
riers having operated at sea for
many years with conventional fuel-
burning engines. Many more LPG
tankers are currently being built as
global LPG infrastructure grows.
Therefore, with a viable, conveni-
ent and comparatively cheap fuel
already on board, it makes sense
to save time for bunkering by using
a fraction of the cargo to power the
vessel with an important side bene-
fit being the environmental benefits.

Fig. 4: Methanol pipe arrangement in yellow on the engine

DIESELFACTS 2/2016 PAGE 7

in and around the cylinder cov- The 4S50ME-T9 test engine at

ers, and thus all the aspects of a
standard MAN B&W two-stroke
diesel engine also hold true for an
LGI engine. This includes options
to optimise the engine layout for
high load or part load to derate the
engine and to combine the engine
with waste heat recovery systems.
1 Since the LGI is an add-on to
the electronically controlled ME
engine, converting an existing die-
sel engine into a dual-fuel engine
capable of using both diesel and,
for example, methanol is possible.
The diesel fuel system is not
significantly altered on an LGI en-
gine compared to a standard ME
engine. As is the case for the ME-
GI, the ME-LGI fuel system can
change over to fuel mode, burning
diesel oil or HFO from one stroke
to the other without any limitation
2 in speed or load.
ME-LGI FBIV
The ME-LGI system utilises the
3 fuel booster injection valve (FBIV-
M) shown in Fig. 3. The FBIV is de-
signed as a batch-injector, com-
bining a hydraulically actuated
plunger pump with a spring-held
injection needle valve that opens
at a given fuel pressure.
Performance results
Functionality tests of LGI sub-sys-
4 tems and the initial performance
tests were conducted on the
1 FBIV 4S50ME-T9 test engine at Mitsui’s
2 Sealing oil supply Tamano shipyard in Japan in the
3 Control block spring of 2015.
4 Double-walled piping In accordance with this, the lay-
out of the four-cylinder test engine
was matched as close to the later
Fig. 2: Design of the cylinder top with LGI methanol components production engines as possible.
the Mitsui shipyard was the first
two-stroke MAN B&W engine to
be operated entirely on metha-
nol in LGI mode. The engine was
equipped with an extensive meas-
urement setup for the duration of
the tests.
Pilot oil consumption
The amount of pilot fuel is targeted
to be around 5% of the MCR fuel
oil consumption in diesel oil mode.
The amount of pilot oil needed for
securing ignition of the injected
methanol is very small. It is, how-
ever, a technical challenge to de-
sign a robust injection system that
is large and powerful enough to
enable fuel-efficient high-load op-
eration on fuel oil, while being small
and fast enough to be able to inject
minute amounts of pilot oil in LGI
operation.
In conclusion, it is not the re-
quirement for secure ignition of the
methanol that sets the lower limit
for pilot oil amount, but the mini-
mum amount of fuel oil that can be
reliably injected by the fuel oil injec-
tion system setting the lower limit
for pilot amount.
Tests showed that methanol is
a good diesel engine fuel giving
roughly 30% lower NOX emissions
and slightly better SFOC com-
pared to diesel oil operation when
operating with identical thermody-
namic operating points.
In conclusion, both NO X and
SFOC targets are easily reached
when employing methanol as a
fuel. As such, this finding is abso-
lutely an excellent starting point for
overall optimisation of the engine
performance.

The development of ME-LGI for
operation on methanol is already
completed, and the first vessels in
a series of 50,000 dwt methanol
carriers entered service in Q2 2016,
each powered by an MAN B&W 50-
bore ME-LGI main engine running
on methanol. The ME-LGI con-
cept is also applied for operation
on LPG. However, due to the large
variations in gas quality and the low
bulk modulus, an optimised design
of the ME-LGI concept is used for
this fuel type. MAN Diesel & Tur-
bo has developed a wide range of
dual-fuel engine technologies with
the ability to operate on all alter-
native fuels available today and in
the future. We will continue to be
innovative and develop the portfo-
lio of competitive dual-fuel engines,
which can be cost-optimised for
manufacturing. In addition, we
will further develop the equip-
ment and specifications of auxil-
lary systems in support of achiev-
ing a cost-efficient installation
of the dual-fuel engines in the ves-
sels of the present and the future.
ME-LGI Methanol
Operation on methanol has be-
come attractive for methanol carri-
ers operating in SECA areas. With
the sulphur-free fuel already on
board, utilisation of a dual-fuel en-
gine is a natural choice. The first
contracts for engines were ob-
tained in 2013 – in total, seven ves-
sels have been ordered for opera-
tion on methanol.
Methanol is well-suited as en-
gine fuel for diesel engines and,
similar to ME-GI, the two-fuel in-
jector approach is the one chosen
for the ME-LGI engines.
In line with the frequently used
development process, a number
of concept verification tests were
performed at our Diesel Research
Centre in Copenhagen.
One cylinder on the research en-
gine was converted to operate on
methanol in order to verify the com-
bustion process and system design.
This also involved the develop-
ment and installation of a complete
methanol storage and handling fa-
cility with an LFSS similar to the
one to be installed on the vessel.
In continuation of the test in Co-
penhagen, tests were carried out at
Mitsui Engineering and Shipbuild-
ing on their four-cylinder test engine,
which for this purpose had been
converted to methanol operation.
Since then, three vessels have
completed sea trials. Fig. 1 shows
the first methanol carrier from Min-
naminippon fitted with an MAN
B&W ME-LGI engine.
ME-LGIM injection system
The MAN B&W LGI engine con-
cept for operation on methanol is
designated ME-LGIM and is based
on the conventional electronically
controlled ME engine with the fol-
lowing functional add-on parts
(see Fig. 2):
 Unit injectors – the so-called
LGI fuel booster injection
valves (FBIV-M) for the injec-
tion of methanol into the com-
bustion chamber around TDC.
 Hydraulic control systems that
control the LGI fuel booster
valve operation.
 Sealing oil supply ensuring that
no methanol leakages occur in
the moving parts of the meth-
anol injection system. A sepa-
rate cooling and sealing oil unit
handles the cooling and seal-
ing oil on the engine.
 Double-walled piping to distrib-
ute methanol to the individual
cylinders.
 Draining and purging system
for quick and reliable removal
of methanol from the engine.
 In addition to the engine con-
trol system system, a safety
system monitors the methanol
injection and combustion and
ensures that the engine is tak-
en back to diesel oil operation
in case of alarms.
 Fuel valve train for safe block-
and bleed function between
the supply system and engine.
 Fully automated methanol sup-
ply system with embedded
purge system.
The base engine is not significant-
ly changed, apart from making Fig. 3: Picture (left) and cross section (right) of the fuel booster injection valve
room for the additional fuel system FBIV-M used for methanol on the LGI engine
PAGE 8 DIESELFACTS 2/2016

New Engine Control Technology

for Improved Ship Acceleration
Passage of the barred speed range increasingly important in modern shipping
Developments in ship and engine
design driven by the general desire
for lower fuel consumption and the
introduction of the energy efficiency
design index (EEDI) have resulted in
some ships being too slow to pass
the barred speed range (BSR). A too-
slow passage of the BSR can have
negative consequences for shaft
lifetime and ship manoeuvring.
MAN Diesel & Turbo began R&D
work due to the reports of too-slow
passage of the BSR and has led to
significant progress in terms of un-
derstanding and assuring sufficient
engine and propeller acceleration,
particularly with respect to quick
passage of the BSR. It has been the BSR power margin. By using  “DLF Standard” which signifi- such confirmation is performed
found that the following param- the BSR power margin in the ves- cantly reduces the time for during sea trials. For existing
eters influence the ability to pass sel design phase, it is possible to passing BSR and can be ret- vessels, retrofit of DLF Full re-
the BSR quickly: design a vessel for quick passage rofitted without renewing tor- quires renewal of the torsional
1. the position of the barred of the BSR. The definition and the sional vibration measurements, vibration measurements.
speed range in relation to the use of the BSR power margin are if the engine control system DLF increases the torque available
SMCR rpm described in this paper. version is not too old for this. from the engine for up to 30 min-
2. the propeller light running mar- With respect to point 4 above  “DLF Full” which can further re- utes, but it does not increase the
gin (the dynamic torque capability of duce the time for passing the torque that the engine can continu-
3. the degree of heavy running of the engine), a new dynamic limit- BSR. DLF Full may, or may ously deliver. A sufficient propeller
the propeller in the bollard pull er function (DLF) has been devel- not, increase torsional vibra- light running margin is still needed
condition oped for the ME-C engine. DLF is tion stress levels, if the class to achieve sufficient engine power
4. the dynamic torque capability an engine control system upgrade, requirement is to force DLF and vessel speed in long lasting
of the engine. which increases the torque that “always on” during the verifica- heavy conditions such as:
A design value has been devel- the engine can develop for up to tion sweep test. The use of DLF  heavy weather
oped to evaluate the combined ef- 30 minutes, and it therefore reduc- Full is therefore, so far, subject  shallow or otherwise restricted
fect of the first three points men- es the time for passing the BSR. It to confirmation of acceptable waters
tioned above. It has been named is available in two versions: stress levels. For new vessels  ice.

Engine power [%] 10 × Kq

120 0.7
Large propeller, normal sailing
50% of L1
63% of L4 L1 Small propeller, normal sailing
100 0.6
Layout
area 0.5
80

0.4
BSR high

60
L4
0.3
B 1
A 0
e

×K
rv

nc

40
cu

0.2 q
ie
er

fic
ell

Ef
op
Pr

20 0.1

0
0 0 0.2 0.4 0.6 0.8 1.0
0 20 40 60 80 100 120
Engine speed [%] Propeller advance number J = Va/(n×D)

Fig. 1: General focus on fuel economy and the introduction of the EEDI have led to reductions in Fig. 2: Plot of open water propeller characteristics, showing propeller efficiency and torque coeffi-
engine power. Engine SMCR is increasingly selected near the L4 rating instead of the L1 rating. cient (KQ) for a B4-50 propeller with a P/D ratio of 0.8. It can be seen how the relative increase in the
Because the rated speed is then lower, this often results in the BSR being placed higher in relation to torque coefficient when moving from normal sailing to bollard pull (J=0) is larger for the large propel-
the layout point: 50% of L1 rpm is 63% of L4 rpm ler (B) than for the small propeller (A)

Power [%SMCR] L1
Power [%SMCR] 160
120
Power continuous
L1 140
Engine layout curve
100 1 2 Power continuous
Power overload
120 Engine layout curve
5% light propeller curve
Power overload
80 Bollard pull curve - 17.5% 5% light propeller curve
Max. speed
100 1
Bollard pull curve - 17.5%
6G60ME-C9.5 Max. speed
60
105% SMCR

Recommended operation 80 6G60ME-C9.5

Recommended operation
Short-term operation PL 3
Heavy operation Short-term operation
40 60 Heavy operation
1
105% SMCR

SMCR 15000kW@95rpm
1 SMCR 10000kW@75rpm
2 MCR_L 15000kW@99.8rpm
Power margin Power
20 3 6900kW@63.7rpm 40 margin

PP
0 20
0 20 40 60 80 100 120
Speed [%SMCR] 0
0 20 40 60 80 100 120 140
Speed [%SMCR]

Fig. 3: MAN B&W engine load diagram with indication of a barred speed range (red), the required Fig. 4: MAN B&W engine load diagram with indication of a barred speed range (red) and the barred
propeller power at the upper end of the BSR in the bollard pull condition (Pp) and the available power speed range power margin. The BSR power margin is 5% in this case. This layout is likely to result in
surplus for propeller acceleration (PL-Pp). The diagram has power on the Y-axis, but at a given rpm slow passage of the BSR
power is proportional to torque. The BSR power margin is 33% in this case
DIESELFACTS 2/2016 PAGE 9

Through the use of the BSR power
margin in the vessel design phase
and, if required, by applying DLF
Standard or DLF Full to the MAN
B&W ME-C engine, it is now pos-
sible to make sure that a vessel will
exhibit quick passage of the BSR.
Test results
The DLF development was com-
pleted with testing on board a
number of vessels that had expe-
rienced acceleration issues. Some
of the main results including the ef-
fect on torsional vibrations are pre-
sented in the following.
Barred speed range passing time
DLF was applied with success on
a Kamsarmax bulk carrier in the
final phase of DLF development
(test vessel 4). Fig. 8 shows how
the BSR passing time was signifi-
cantly reduced on this vessel.
DLF Roll-Out
DLF is not applied to all engines im-
mediately in order to gain experi-
ence with the system before it is ap-
plied as a standard feature across
the entire engine range. In gener-
al, DLF Standard is applied. If sea
trials show that a higher dynamic
torque is needed, DLF Full can be ME-C, and DLF has not yet been DLF on ME-B must be expected to improvement also for ME-B, and
applied to the extent that the en- developed for ME-B. The ME-B en- be smaller than for ME-C. Never- DLF will therefore be developed for
gine and torsional vibrations permit. gine does not have fully flexible ex- theless, DLF is expected to be able ME-B also.
haust valve timing, so the effect of to provide significant acceleration
ME-C
Before engine shop test
DLF is now the standard on new
5 and 6-cylinder engines. 5 and Time
6-cylinder engines have been cho-
sen because they have the high- Time for passing the BSR as a function of BSR power margin
est placed BSR relative to SMCR
rpm, and this is where we have
seen cases with slow passage of
the BSR. Before shop test, DLF is
applied free of charge.
DLF can be applied on engines
with more than six cylinders if it is
considered necessary. This is eval-
uated on a case-by-case basis.
After engine shop test
Depending on the engine control
computer hardware installed, it
may be possible to retrofit DLF to
engines already delivered. Retro-
fit requires that a service engineer
attends the vessel, and a cost is
therefore associated. Contact
0 10 20 30 40 50 60
PrimeServ for further details.
Power margin [%]
ME-B
The ME-B engine has a different Fig. 5: Time for passing the BSR is dependent on the BSR power margin. Below about 10%, the passage time quickly
engine control system than the increases

Fig. 6: CFD simulations showing the degree of scavenging of the cylinder. Red colour is exhaust gas. Blue is scavenge air

Engine speed [%]

120
Index power [% of SMCR] 110 DLF
110 A

M 100 Without DLF

100 3 2

90 90
it
im
80 ll 80
ce
an L
70 C
70
4 S
Barred speed range
60
60
50
1 50
40 te s)
inu 40
0m
30
en t (3
nsi 30
20 Tra
Zero knots
10 20
5
0 10
0 10 20 30 40 50 60 70 80 90 100 110
Shaft speed [% of SMCR] 0
0 100 200 300 400 500 600 700
Time [seconds]

Fig. 7: Traditional and DLF limiters. The area indicated with “Transient (30 minutes)” shows the change Fig. 8: Test vessel 4 (82,000 dwt bulk carrier). Acceleration with a highly placed barred speed range
in fuel index, shown as power, that becomes available due to DLF. The area indicated with “Increase ending at 69% of SMCR speed. Results are shown with and without DLF Standard. Vessel is going
limit” shows the power that becomes available when using the traditional increase limit button, which is astern with the engine in dead slow ahead until zero knots is reached, then the handle is put to
still available and which is working independently of DLF navigational full
PAGE 10
Multiple MAN Engines for
Indian Navy Stealth Frigates
MAN Diesel & Turbo receives order for 14 engines for seven vessels
Construction of the first ship is ex-
pected to start by early 2017 with
handover to the Indian Navy by 2023.
The project scope includes seven
P-17A frigates, each equipped with
two MAN 12V28/33D STC engines.
The building yards are Mazagon
Dock Shipbuilders Ltd. (Mumbai,
India) with 4 vessels and Garden
Reach Shipbuilders & Engineers
(Kolkata, India) with three vessels.
MAN Diesel & Turbo will deliver en-
gines and auxiliaries, commission-
ing, documentation, training and
spare parts.
The 28/33D STC represents
MAN cutting-edge technology.
Featuring robust and reliable en-
gineering with long overhaul inter-
vals and a maintenance-friendly
design, the 28/33D STC also fea-
ture a competitive specific fuel oil
consumption. Having the possi-
bility to carry out all maintenance
work up to major overhaul without
removing the engine from the ves-
sel further widens the operational
window of the vessel and reduces
maintenance efforts to a minimum.
Lex Nijsen – Head of Four-Stroke
Marine – MAN Diesel & Turbo, said:
“We are very proud of this major or-
der for the Indian naval market. It
also represents a breakthrough
in India for the MAN 28/33D STC.
The vessels will be built with new
modular construction technique to
reduce construction time. A signifi-
cant share of the scope of supply
MAN 28/33D STC Engine Adds Thai Reference
The Royal Thai Navy will build a new
offshore patrol vessel (OPV) that will
be powered by 2 × MAN 16V28/33D
STC engines. The 90-m newbuild-
ing will be constructed at Mahidol
Adulyadej naval dockyard in Satta-
hip. The vessel is an improved River-
class design.
Locally called OPV No. 2, the or-
der follows that of OPV No. 1, the
‘HTMS Krabi’ that was ordered in
2009, a similar vessel that featured
2 × 16V28/33D engines.
Olivier Condemine, Senior Sales
Manager – Naval & Governmental
– MAN Diesel & Turbo said: “Se-
quential turbocharging improves
the already proven performance
and fuel-efficiency of the 28/33D
engine, especially at intermediate
and low-load operations – known
as silent running – which is very im-
portant for this kind of vessel.”
will be sourced locally and the ma-
jority of the engines will be assem-
bled and tested at MAN factory
works in Aurangabad, India.”
The vessels itself will general-
ly be equipped with state-of the-
art technology in order to provide
A picture of the MAN 28/33D STC engine
28/33D STC range
The range offers 12-, 16-, and
20-cylinder configurations cov-
ering power requirements from
5,000 up to 10,000 kW per unit.
The 28/33D STC engine is the
most powerful engine in its class
and proven in service. It features:
 a high power-to-weight ratio
 best-in-class SFOC
 low maintenance costs due to
long service intervals and on-
board maintenance
 a robust design for high avail-
ability
 continuous low-load operation
capability
 high torque for fast acceleration
 compliance with IMO Tier II and
EPA Tier 2 (Tier III with SCR).
DIESELFACTS 2/2016
a major advantage to the Indian fleet tankers and also frigates in its types in its Aurangabad factory in
Navy in terms of anti-submarine fleet, which all are being serviced India for over 25 years, it had the
warfare capabilities. The Indian by MAN PrimeServ. setup ready for localisation of its
Navy is one of MAN´s long-term The project evolved from the most advanced naval engine. By
customers and is operating a re- “Make in India” initiative of the In- contributing to the plans of the In-
markable number of engines on dian Government. As MAN has dian Government, MAN has once
different vessels like submarines, already produced other engine more shown its commitment to
one of its most valued long-term
customers.
Vessel Details
 Type: Guided-missile frigate
 Displacement: 6,670 tonnes
 Length: 149 m
 Beam: 17.8 m
 Draft: 5.22 m
 Depth: 9.9 m
 Crew: about 150.
MAN 28/33D STC – Benefits at
a glance
 Most powerful engine in its
class and proven in service
 Low maintenance costs due
to long intervals and on-board
maintenance
 Robust design for high avail-
ability
 Capable of continuous low-
load operation
 Low signature.
General Engine data for MAN
V28/33D STC
 Engine cycle: four-stroke
 Turbocharging system: MPC –
TCA33
 No. of cylinders: 12
 Bore: 280 mm
 Stroke: 330 mm.
Picture of the OPV No.1 / HTMS Krabi, a similar vessel to the newly order OPV No 2 (By Saberwyn, used under creative
commons licence)
DIESELFACTS 2/2016 PAGE 11

World’s First ME-GIE Engine Built

Triple-fuel, ethane-running engine completed at Mitsui’s Tamano works
Mitsui Engineering & Shipbuilding
Co., Ltd. (MES) announced on 29
June that they have completed the
world’s first ME-GIE ethane-operat-
ed two-stroke diesel engine. The en-
gines will be for propulsion of three
ethylene carriers, which primarily
will carry liquid ethane as cargo.

The Mitsui-MAN B&W 7G50ME-

C9.5-GIE is the third engine in a
series of three for installation in
three LEG (liquefied ethylene gas)
carriers of 36,000 m3 for Hartmann
Schiffahrt of Germany and Ocean
Yield of Norway, being built at
Sinopacific Offshore Engineering
(SOE) in China.
MAN Diesel & Turbo reports
that ethane was chosen as fuel, in
preference to HFO, due to its more
competitive pricing. As a fuel, its
emissions profile is similar to meth-
ane and contains negligible sul-
phur and comparatively lower CO2.
MAN Diesel & Turbo also verified
methane operation on this engine
type and states that the ME-GI en-
gines will be set up such that they
can easily be converted to run on
methane as an alternative, as per
the owner’s wish.
MAN Diesel & Turbo currently
has eight ME-GIE engines on order.

The ME-GI engine
The ME-GI engine represents the
culmination of many years’ work
and gives shipowners and opera-
tors the option of utilising fuel or
gas depending on relative price
and availability, as well as envi-
ronmental considerations. The
ME-GI uses high-pressure gas
injection that allows it to maintain
the numerous positive attributes
of MAN B&W low-speed engines
that have made them the default
choice of the maritime communi-
ty. MAN Diesel & Turbo sees sig-
nificant opportunities arising for
gas-fuelled tonnage as fuel prices
rise and modern exhaust-emission
limits tighten. Indeed, research in-
dicates that the ME-GI engine de-
livers significant reductions in CO2,
NO X and SOX emissions. Further-
The Mitsui-MAN B&W 7G50ME-C9.5-GIE at Mitsui’s Tamano Works
more, the ME-GI engine’s negligi-
ble fuel slip makes it the most en-
vironmentally friendly technology
available. As such, the ME-GI en-
gine represents a highly efficient,
flexible, propulsion-plant solution.
An ME-LGI counterpart that uses
LPG, methanol and other liquid
gasses is also available, and has
already entered service operating
on methane.
LEGCs
Ethylene carriers are generally
considered the most sophisticat-
ed of all gas tankers and are capa-
ble of carrying most liquefied gas
cargoes, but also ethylene at its at-
mospheric boiling point of −104°C.
These vessels have insulated 5%
nickel-steel cargo tanks and can
accommodate most liquefied gas
cargoes up to a maximum spe-
cific gravity of 1.8 at temperatures
ranging from −104°C to +80°C at
a maximum tank pressure of 4 bar.
Ethane
While ME-GI engines have been
designed for use by methane, op-
eration on ethane is a new devel-
opment. After methane, ethane
is the second-largest component
of natural gas with a content that
varies from < 1% to > 6% by vol-
ume. However, before natural gas
can be used as a commercial fuel,
it must be processed to remove
impurities, including ethane. Like
many hydrocarbons, ethane is iso-
lated on an industrial scale from
natural gas, usually by liquefaction
at cryogenic temperatures. Its chief
use is within ethylene production.
Hartmann Schiffahrt
Hartmann Schiffahrt is a ship-
management company based in
the northern German city of Leer.
Founded in 1981, it manages the
technical and economic aspects of
its own and other fleets with a fo-
cus on the gas and container seg-
ments and is a world leader within
the gas-tanker segment. The com-
pany is part of Hartmann AG that
has diverse interests in the mari-
time transport and logistics sector
such as dry bulk, product tankers,
multi-purpose vessels and OSVs.
About Ocean Yield
Ocean Yield is a Norwegian ship-
owner with investments within oil-
service and industrial shipping.
The company focuses on modern
assets with long-term charters to
solid counterparties and is based
in Lysaker, just outside Oslo, the
national capital.
The company’s asset base con-
sists of six offshore vessels, six
Pure Car Truck Carriers (PCTC) of
which three newbuildings, and
three newbuilding Liquefied Ethyl-
ene Gas carriers (LEG), all with
long-term charters. Ocean Yield
was established as a company in
March 2012 and was subsequent-
ly listed on the Oslo Stock Ex-
change in July 2013.

World’s First LNG-Powered About the ME-GI engine

The ME-GI dual-fuel low-speed
diesel engine represents the cul-
delivers significant reductions in
CO 2, NO X and SOX emissions.
Furthermore, the ME-GI engine –

Bulker with ME-GI Prime Mover mination of many years of devel-

opment work. Depending on rela-
tive price and availability, as well
in contrast to rival engines com-
peting in the same market seg-
ment – has only a negligible,

Announced after Korean Talks as environmental considerations,

After a period of negotiation, Ko-
rean shipowner, ILSHIN and HMD
(Hyundai Mipo Dockyard Co., Ltd.)
have signed a shipbuilding contract
for a 50,000 dwt bulk carrier.
As a world first for the segment,
the vessel will be powered by an
MAN B&W 6G50ME-C9.5-GI en-
gine, to be built by HHI-EMD who
will also supply the ME-GI and
fuel gas supply system.
POSCO, the multinational
steel-making company head-
quartered in Pohang, South Ko-
rea, has already agreed to char-
ter the newbuilding upon delivery,
and will use the vessel to trans-
port limestone for its operations.
POSCO will deliver the LNG fuel
tank, which will be made of high-
Mn steel as an alternative mate-
rial to the currently widely used
nickel alloy.
the ME-GI engine gives shipown-
ers and operators the option of
using either HFO or gas – pre-
dominantly natural gas.
MAN Diesel & Turbo sees sig-
nificant opportunities arising for
gas-fuelled tonnage as concerns
about both CO2 and SOX emis-
sion increase. Indeed, research
indicates that the ME-GI engine
unburnt gas slip, consequently
adding very little to the green-
house effects of such slips. In ad-
dition, the Diesel combustion
principle does not leave any for-
maldehyde emissions. Altogether,
this makes the ME-GI engine se-
ries the most environmentally-
friendly technology available for
marine propulsion.
 DIESELFACTS 2/2016

Diesel Engines to Play Major Role in Hybrid Future

MAN 32/44CR engine part of successful hybrid diesel-electric propulsion solution
for Scandlines Ferries on busy line between Denmark and Germany
In times when the need for more in- ferries and almost triple diesel-
telligent fuel use in marine applica- driveline lifetimes as the vessel can
tions and flexible propulsion systems now operate on full electric propul-
is great, MAN Diesel & Turbo faces sion while in harbour.
the challenge of meeting environ-
mental standards without sacrificing Fleet roll-out
propulsion efficiency and ship per- Since the successful conversion of
formance. the Prinsesse Benedikte to hybrid
running, Scandlines has similarly
As things stand, emissions regula- re-built each of its four ferries that
tions are getting stricter and prima- sail between Rødby and Puttgar-
ry methods (modifications to die- den. The subsequent reduction in
sel engine design) and secondary weight and switch to electric has
methods (emission solutions inte- allowed each vessel to slash its
grated into the engine, such as Ex- fuel consumption by 1.2 million li-
haust Gas Reduction and Selec- tres per annum. The lithium-poly-
tive Catalytic Reduction) currently mer battery pack aboard each fer-
suffice to meet these. However, ry delivers 2,900 kWh.
the future – when higher fuel prices With the battery pack on board,
become more likely – will demand the main diesel engine runs con-
smart solutions that provide ship stantly at 85% load, including when
owners and operators with a well- tied up in port between journeys –
balanced and tailor-made propul- 85% is considered the ideal load at
sion plant both in terms of flexibility Library picture of the MAN 32/44CR engine used aboard the Prinsesse Benedikte which combustion is optimal rela-
and performance. In this respect, tive to power and emissions.
solutions featuring diesel engines they are ultra-reliable and embody Danish ferry to sail the Rødbyhavn Denmark is often fed by green en- One diesel engine has proven
and battery hybrid solutions are a wealth of technology that is in- (Denmark) to Puttgarden (Germa- ergy from renewable sources such to be enough to maintain a normal
already notching up a number of valuable for modern vessels. The ny) route with her hybrid system. as windmills/wind power – or die- operational speed in good weath-
noteworthy and highly success- ease with which they can work in Ultimately, the Prinsesse Ben- sel power from the vessel’s gener- er, and the battery pack is used to
ful references. One such exam- train with other propulsion meth- edikte’s conversion to hybrid run- ators when necessary. take the top off the power demand.
ple is Danish ferry, the ‘Prinsesse ods, such as electric hybrids, is ning was a simple affair where This solution does not require Each ferry can sail for 30 minutes
Benedikte’ that features an MAN also key to their future.” one of its engines was replaced a cooling system, reducing engi- at 14 knots, or for an hour at a low-
32/44CR engine as part of the ves- with the battery pack to run with neering costs and potential failure er speed on battery power alone.
sel’s innovative hybrid-propulsion Case Study the MAN 32/44CR engine. With its points. It is also highly fuel efficient The Scandlines vessels repre-
solution. – the Prinsesse Benedikte advanced lithium-polymer battery as the system has a load-levelling sent the world’s largest battery
Ole Grøne, Senior Vice Presi- Since September 2013, the larg- solution, the hybrid system reduc- functionality that minimises the installations in operation at sea.
dent of Low-Speed Promotion & est hybrid vessel ever built, the es maintenance costs, fuel con- periods that the Prinsesse Ben- The experience gathered thus far
Sales, MAN Diesel & Turbo, said: ‘Prinsesse Benedikte’, has trans- sumption, greenhouse gas emis- edikte’s diesel engines run at a shows that each ferry can manage
“For many ships within a wide range ported its 900 passengers and sions and noise production, while non-optimal load. Reducing the on just one diesel engine and the
of marine segments, a hybrid die- 300 vehicles with the aid of a new increasing revenue and technical reliance on diesel fuel significant- battery pack in good weather.
sel-electric system offers signifi- lithium-polymer battery system efficiency. ly reduces operating costs as fuel With the knowledge gained from
cantly lower fuel consumption, im- that has reduced ferry company The energy storage system can account for 60% or more of a the Rødby-Puttgarden route, it be-
proved maneuverability and lower Scandlines’ fuel costs and the ves- aboard the Prinsesse Benedikte vessel’s total operating budget. came obvious that Scandlines
emissions compared to other, ex- sel’s environmental impact. As part is capable of delivering the high- As well as its load-levelling abil- could have even removed a further
isting systems. Noise and vibra- of its hybrid propulsion system, the peak-discharge outputs required ity, the battery system can drive engine from each ferry, in the pro-
tion levels are also reduced, pro- Danish ferry features an in-line six- for vessel starts. The vessel’s bat- the 16,000 t ship for half an hour cess reducing the weight of the
viding comfort to the crew and the cylinder MAN 6L32/44CR type. tery modules can recharge in 30 or so without diesel fuel, dramati- ferry even further. Scandlines
immediate environment. There is Scandlines employed energy minutes from shore or generator cally reducing air and noise pol- states that it has decreased ferry
no doubt but that diesel engines solutions provider, Corvus Energy, power, offering the ferry the op- lution close to port. Furthermore, emissions by 15% through the hy-
will continue to play a central role to provide the electrical-systems tion of re-charging from the shore- the battery modules are a reliable, brid process.
in ship propulsion in the future as expertise that enables the 124 m based electrical grid – which in cost-effective alternative for hybrid

Picture of the battery bank aboard the hybrid ferry (picture courtesy Scandlines) The Prinsesse Benedikte featuring its hybrid livery (picture courtesy Scandlines)

For further information

MAN Diesel & Turbo See DieselFacts online with video clips:
dieselfacts@mandieselturbo.com www.mandieselturbo.com/dieselfacts
www.mandieselturbo.com or download the app to your tablet or
smartphone.
Publisher:
Peter Dan Petersen,
MAN Diesel & Turbo
All data provided in this document is non-binding. This data serves informational purpo-
ses only and is especially not guaranteed in any way. Depending on the subsequent spe-
cific individual projects, the relevant data may be subject to changes and will be assessed
and determined individually for each project. This will depend on the particular characteri-
stics of each individual project, especially specific site and operational conditions.