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Prepared by:
Mohammad Hafidh Rahadiyan



| Essay based on MTU Guest Lecture|

Mohammad Hafidh Rahadiyan - 4211101015

MTU High Speed Diesel Engine for Workboat to Improve Fuel Economy, Performance
and Dependability

The high speed diesel engine is needed when there were some considerations mentioned as
follows, they are limited Engine Room, limited propeller diameter (shallow draught),
combined propeller system, and high performance operation. The examples of using high
speed diesel engine are vesels like catamaran, hydrofoil, jetfoil, and patrol vessel.
A workboat is a vessel designed to perform useful tasks at sea. Work boats come in a variety
of forms, depending upon their particular employment. Workboat has some requirement to be
fulfilled, there are must be advanced in maneuver, has twin screw (Fixed Pitch Propeller) or
Controllable Pitch Propeller (depending on its area of operation), compact propulsion system,
has high push force for bollard pulls, Power Take-off aplication. While Anchor Handling Tug
Supply (AHTS) vessels are mainly built to handle anchors for oil rigs, tow them to location,
anchor them up and, in a few cases, serve as an Emergency Rescue and Recovery Vessel
(ERRV) and also used to transport supplies to and from offshore drilling rigs.
Although every tug has a particular mission and area of operation, the following general
observation can be made:

High engine load (>70% of rated engine power) occurred only 4% of the time and less
than 1% of the time at >90% of rated engine power.
Low engine load(<10% of rated engine power) is clearly dominating, with more than
50% of its total time for two of the tug boats evaluated.
The wide band of power demand at a given engine speed results from the dofferent
conditions free-running to bollard pull (stationary) and from the high degree of
transient operation, manoevering and acceleration.

Main propulsion engines criteria/requirements can be determined as following factors:

Reliability and availability

These are considered as basic requirements, which should not be substituted by other

Fuel economy
With the typical operating profile of tugs it is essential that the diesel engine has a
good efficiency/fuel economy particularly at light and medium loads. Furthermore,
the load profiles show that it is important to consider the realistic engine operating
points power/speed. Values for specific fuel consumption on the propeller curve n
may not be realistic for free running conditions.

Engine performance map

The pre-condition is that the engine delivers the required power for the specified
bollard bull. What are the power reductions at higher ambient conditions? Eg ambient
(combustion) air temperature 50 in tropical condition?

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| Essay based on MTU Guest Lecture|

Mohammad Hafidh Rahadiyan - 4211101015
o Does the engine manufacturer allow unrestricted operation at the specified
rated power?
o Does the engine offer sufficient torque margin from idle to rated speed to
allow safe vessel manoeuvring also in reverse flow condition?
Some turbocharging techniques such as variable turbine geometry or sequential turbo
charging offer improved torque margins compared with conventional turbocharged
diesel engines. The torque margin from idle speed up to approximately 70% of engine
speed must be evaluated.

Compliance with exhaust emission regulations is mandatory for commercial
operators. Visible smoke at steady-state operation is no longer acceptable with
modern diesel engines, and even normal acceleration is expected to be free of smoke
in harbours or coastal areas.

Low load operation and load cycling

This has a significant impact on the service intervals and lifetime of a diesel engine, if
the engine is not designed for such operating conditions. Critical aspects of low load
operation are the precise control of the requested fuel quantity and the protection
against cooling down to avoid incomplete combustion leading to formation of PM
(soot) and HC emissions.
Load cycling has to be considered when defining turbocharger specifications and
maintenance schedules. They also have impact on engine structural load due to
uneven temperature distribution.

Time between Overhaul

Another factor that contributing for main engine propulsion criteria/requirement was
its extended time between overhauls. For example TBO one MTU engines has been
30,000 hours, compared to 24,000 hours or less for competitive engines. That can
translate into an additional 12 to 18 months between overhauls.

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