MAN B&W Diesel

D I E S E L FA C T S
SERVICE ENGI
SERVICE NES TU
ENGIN RBOCHAR
TURBOCHARGERS PR
RBOCHARGERS OPU
PROPU YSTEMS MARI
LSION SSY
OPULSION NE STATION
MARIN AR
TIONARY
ARY

2005 2 Celebration of HHI passing 50,000,000 BHP

Representative from across the Around 300 specially invited Dr. Peter Sunn Pedersen, Executive only 26 years. I am proud that
12 x K98 for China shipping industry joined with guests attended the test running Vice President for MAN B&W MAN B&W Diesels contribution
Massive new orders for Hyundai Heavy Industries (HHI) of the breakthrough engine, an Diesel Two-stroke: I wish to to this historic milestone is 39.8
Chinese shipyards to celebrate a truely historical MAN B&W Diesel 10K98MC-C congratulate Hyundai Heavy million bhp, about 80% of the
Page 2 milestone 50,000,000 bhp of two-stroke main engine. Industries Co. Ltd. on reaching total.
combined engine output. this impressive achievement in
Success on 3 continents
Bringing new life back
to older engines
Page 2

Artic power
Dependable L16/24
power for Greenland
Page 3

Exclusive interview
Dr.-Ing. Timmermann,
MAN B&W Diesel
Executive Board
Member gives his view of
the Service Business
Page 4

IMO Guidelines
Annex VI now in force
Page 6
DuraSpindle Senior representatives attending the test running of the breakthrough engine, including Dr. Peter Sunn Pedersen, Executive Vice President -
MAN B&W Diesel, Two-stroke, and Mr Ole Grne, Senior Vice President Sales and Marketing - MAN B&W Diesel, Two-stroke
The new standard of
exhaust valve spindles
Page 7
Tugs special report
Power for any purpose
Pages 8-10
TCA successfully accepted by the market
Diesel Science Center
500th TCA turbocharger ordered
New diesel technology
attraction in Copenhagen Hardly three years after deliv- company Hartmann has, already, and 3 x MAN B&W Diesel 7L21/31 place in the new MAN B&W
Page 11 ery of the first TCA turbocharg- received seven ships of the sim- Holeby GenSets. Together, these Diesel TCA turbocharger series.
er, MAN B&W Diesel has already ilar Baltic CS 2500 type whose GenSets achieve an output of
The popular choice received an order for the five propulsion plant is identical. 5,150 kW per vessel. In addition, MAN B&W Diesel
1200 L27/38 Propulsion hundredth TCA turbocharger, a licensees in Japan and Korea
and GenSet applications TCA66. Although Aker MTW are build- A total of 168 turbochargers are have started production of TCA
Page 12 ing all the vessels, the engines used for this series of vessels. turbochargers and have already
The TCA66 turbocharger is being and turbochargers come from These consist of: 24 x NA57/ taken in orders for approximate-
Brazilian partnership built at MAN B&W Diesels various parts of the world: the TO9, 32 x TCA66, 28 x NR17/S ly 200 TCA turbochargers.
Agreement with STEMAC Augsburg manufacturing facil- propulsion engines, for exam- and 84 x NR20/S turbochargers.
Page 13 ities and will, together with an- ple, are delivered by licensees in
other TCA66, serve to turbo- Japan, Poland and Spain, the These orders are the result of
BIMCO in focus charge a 7L70MC-C engine, built auxiliary engines are manufac- the great confidence customers
The 100-year old by Polish licensee H. Cegielski. tured in Korea, while the turbo-
shipping organisation chargers are supplied from
Page 14 This engine is destined to be the Germany, Japan, Korea and the
propulsion unit for a 2,700 TEU Czech Republic.
New Board Member container ship, which is pres-
Tage Reinert joins the ently being built at Aker MTW The ships have a length of 221.6
Executive Board of in Germany under the new- metres, a beam of 30 metres
MAN B&W Diesel building number 117 for the and a draught of 11.4 metres. All
Page 15 Cyprus-based shipping company of these vessels have been rated
Columbia. at 22 knots.
New technical paper
ME-GI for LNG carriers This order is only one out of 28 The MAN B&W Diesel 7L70MC-C
Back page further, similar orders for five main engines each has an out-
renowned German and Cypriote put of 21,770 kW. The auxiliary
shipping companies. In addi- engines are also of an MAN B&W
tion to Columbia ordering eight Diesel design. Each ship is
ships of this successful Baltic CS equipped with an MAN B&W Cut-through illustration of
2700 type, the German shipping Diesel 5L21/31 Holeby GenSet a TCA turbocharger
2
12 x K98MC-C engines for booming Chinese yards
Huge engine break-through in China
Two major orders, for a total
of 12 engines, have been placed
with Chinese shipyards both
calling for the Mitsui-built
MAN B&W Diesel K98 engines
designs.
The first project, based at the
Hudong-Zhonghua Shipbuilding
Group Co., who are building 4 x
8,500 TEU container ships. In
addition, there are up to four
further options for the China
Shipping Group, one of Chinas
largest shipping lines. The ships
are due for completion by 2008.
These huge ships some of
the largest in the world will
be equipped with 12K98MC-C
engines.
Technical data: 12K98MC-C
Output:68,520 kW
Engine speed: 104 r/min
SFOC: 171 g/kWh
Weight: 2,075t
(dry mass)
Length: 24 m
Height: 12.5 m
Width: 4.5 m
Success on three continents
Parts, Service and Support for existing engines
The support given to older en-
gines, such as the Mirrlees
Blackstone range of engines,
by the UK division of MAN
B&W Diesel, is still very much
in demand, as the case stories
below will sho
below w.
show
Throughout the World, engines
produced many years ago con-
tinue to play a critical role
within local markets. However,
these engines still require at-
tention, in order to operate in
the optimal conditions that
they were designed for.
The staff at Stockport, and oth-
er support locations, are dedi-
cated to providing the standard
of service and attention to de-
tail that these engines need.
Wayne Jones, UK Vice President
Diesel Service: Our future UK
Business Unit will be dedicated
to provide a high level of service
to our worldwide customer base.
We are currently restructuring
the business to achieve a highly
focussed Customer Service Unit
that is both lean and flexible to
meet the demands of our market.
Mr Jones continues: Shorter de-
livery times, high availability of
spare parts, competent techni-
cal support and an agile field
The second project is for 2+2
container vessels, also sched-
uled for delivery in 2008. The
An MAN B&W Diesel 12K98MC engine, simliar to the ones ordered for the Chinese shipyards
service will decrease down time
of the engines and improve the
efficiency of our customers as-
sets. We will strive to exceed the
market demand on the engines
we support; namely, Mirrlees
Blackstone, Paxman and Ruston
with dedicated key account
management and clear lines of
communication.
Wayne Jones, UK Vice President
Diesel Service
Considerable focus is main-
tained to constantly improve
competitiveness and produce
various tailored solutions to the
individual customers needs and
expectations this includes pric-
ing, deliveries, terms of payment
and warranties. Every customer
is an individual, with their own
special set of aims and condi-
tions.
DIESELFACTS
4,250 TEU vessels are to be
built by New Century Ship-
building Co., Ltd in Jing Jiang
The use of original, authorised
spare parts has been proven,
over and over, to be an invalu-
able assurance to engine opera-
tors around the World.
Where beneficial to all partners,
strategic alliances are formed
with selected suppliers e.g.
filter elements, and injectors
with the result of offering the
best available service to all cus-
tomers. Constant monitoring of
services and products is being
shown to produce a cross-sec-
tion of improvements for all
concerned.
Tanzania
After four years negotiation, a
contract has been secured to
supply a comprehensive parts
and service package to the State
Fuel and Power Corporation in
Zanzibar, Tanzania.
This is for the rehabilitation of
three MAN B&W Diesel K5 Major
engines. These engines were
originally manufactured by
Mirrlees Blackstone (now part
of MAN B&W Diesel) and were
supplied in the early 1980s. The also available to EBS, local condi-
three engines are installed in the
Wesha Power Station, on the
island of Pemba. The Norwegian
Funding Agency (NORAD) pro-
vided funds for this work.
City, China, for Bremen-based
German owner Hanseatic
Lloyd Schiffahrt GmbH.
These engines provide the sole
source of electrical power for the
entire island. After many years of
operation without regular servic-
ing/maintenance the engines
should be returned to full opera-
tional condition by end July
2005. Following that, a regular
supply of spares will be available.
Surinam
As a result of external factors con-
nected with other power plant,
EBS, the power utility in Surinam,
implemented a crash overhaul
programme of their existing
eight MAN B&W Diesel KV16
Major units.
The KV16 units, which were also
originally manufactured by
Mirrlees Blackstone, have now
been in daily service for over 20
years. In collaboration with MAN
B&W Diesel Inc. (Houston), and
as a result of the tireless endeav-
our by both the Stockport and
Houston staff, parts were sourced
and orders placed for parts need-
ed by engines operated by EBS.
Further, additional support is
tions permitting.
Oman
The Ministry of Housing, Elec-
tricity and Water operate many
These ships will be equipped
with 8K98MC-C engines.
Technical data: 8K98MC-C
Output: 45,680 kW
Engine speed: 104 r/min
SFOC: 171 g/kWh
Weight: 1,470 t
(dry mass)
Length: 17.5 m
Height: 12.5 m
Width: 4.5 m
The engines for the projects are
to be built by Mitsui Engineering
and Shipbuilding Co., Ltd. in
Japan, who has worked closely
with MAN B&W Diesel since
1926, when the first licensee con-
tract was drawn up. This makes
Mitsui MAN B&W Diesels oldest
existing licensee.
The size of these orders shows
the progress made by China
and its shipping companies
and industry.
Mirrlees Blackstone K Major en-
gines on base-load duty in their
rural power stations.
Close dialogue with this cus-
tomer, and regular visits by a
dedicated engineer who knows
the territory and all the engine
installations in considerable
detail, has proven to provide an
excellent support structure to
the customer.
The last six months have been
shown to be particularly suc-
cessful for MAN B&W Diesel
Service and, with continuing
co-operation throughout 2005,
the Ministry of Housing, Elec-
tricity and Water will be one of
the top five purchasers of K
Major spares in the World an-
nually.
Yemen
Through MAN Canada, a signif-
icant spares order was obtained
from NEXEN. This covers the
supply of spare parts to carry
out 15,000-hour overhauls on
six RK270 engines currently in-
stalled in Yemen.

Keeping Greenland connected
Dependable Artic Power - L16/24 availablility 99.75%
The importance of reliable, in-
dependen
dependentt po powwer prod uction
production
is very im
very portan
portantt to local, and
importan
often isola ted, comm
isolated, unities
communities
around the W orld. This means
World.
th
thaat the choosen method of
su ppl
suppl ying po
pplying powwer and hea
heatt h as
has
to be guan teed to w
guanteed ork, eev
work, ven in
the v ery h
very arshest of condi-
harshest
tions.
There is an increasing number
of operators who are specifying
MAN B&W Diesel GenSets as
their preferred choice of partner.
One such case relates to the once
remote township of Narsarsuaq,
located in a fjord along the
southern coastline of Green-
land.
In 2004, an MAN B&W Diesel
L16/24 Holeby GenSet provided
essential power generation cov-
erage for 8752 hours out of a
possible maximum of 8774.
This meant that, including all
planned maintenance, the
availablility of the engine was
99.75%.
In response to these glowing
reports about the MAN B&W
Diesel L16/24 Holeby GenSet
installed to meet the power and
heat needs of this local com-
munity, Dieselfacts talks with
Mr Finn Thomsen, the Chief
Maintenance Engineer of the
power plant.
Mr Thomsen has been heavily
involved in this plant for many
years, including the previous
generation of power plant
four Holeby type 25 GenSets
(2x5 cylinders and 2x3 cylin-
ders). The power plant is owned
by the state-owned Greenland
Airport Authority.
The power plant in Narsarsuaq, located in a fjord along the southern coastline of Greenland
According to Mr Thomsen, In
1997, a decision was taken to re-
place the then aging, existing
GenSets with new, reliable and
powerful GenSet. Although a
full search was made into the
possible solutions, we decided
to update the power plant by
installing a new generation of
GenSet, the L16/24 at that
time, in 1997, it was almost a full
prototype engine. However,
mainly due to the excellent, pre-
vious working relationship with
the staff at MAN B&W Diesel,
we went with this engine
knowing that we would get a
first class service and backup.
Mr Thomsen describes the de-
mands and requirements for
the new engine. The new
GenSet replaced one of the ex-
isting engines, although, in
practice, the new L16/24 re-
places the workload of two.
The operating profile of the
power plant requires that it is
available all year round, 24
hours a day. For many years,
Narsarsuaq has continued to
play a very important role as
an international airport, and
for the 150 people who call it
home. It is, therefore, a key
staging post for local and in-
ternational communication
this means that it also needs
the support infrastructure fit-
ting such a critical role.
When discussing the details
about change-over, from old to
new engines, Mr Thomsen
pointed out that: We were
aware of one major installation
issue there were no locally
available cranes in the area
large enough that could handle
the weight of the engines. How-
DIESELFACTS
ever, like in the old days, we just
placed the engines on rollers
and pushed it into the building.
To make things a little easier,
we used the existing founda-
tions and used rams to raise the
new engine into place.
Mr Thomsen recalls the initial
phases of the project: Given
that the L16/24 Holeby GenSet
was a new design of engine, we
expected some birthing prob-
lems and, in the beginning,
some difficulties did arise. But
these were quickly overcome
with assistance from the staff in
Copenhagen and Holeby. Since
Chief Maintenance Engineer of the power plant, Mr Finn Thomsen
that time, the only stoppages
were for planned, routine main-
tenance.
As the power plant is located in
an environment subject to ex-
treme cold in the past, the
community has been snowed
in for up to five months at a
time. The potential of the weath-
er to cut-off supplies means that
the power plant has a special
set of requirements, both in
terms of the type of fuel and
storage capacity.
According to Mr Thomsen, The
Artic Diesel-rated fuel allows us
to keep operating the engine,
even at the very lower temper-
atures that we could expect
during a normal winter. A set
safety parameter states that we
must have at least five months
fuel supply and, as you may
guess, the demand for power
increases during this period.
This also explains the need for
an apparent excess of power
available from the L16/24
although we also wished that
the engine would not be highly
loaded at any time.
The MAN B&W Diesel L16/24
Holeby GenSet replaced engines
that were very different in de-
sign. Dieselfacts asks whether
these changes are reflected in the
skills needed to keep the engines
in optimal condition.
Mr Thomsen: There are two
parts to this; firstly, the gen-
eral mechanical skills needed
are the same and, secondly,
3
in front of the L16/24 in Greenland
due to the increased Time Be-
tween Overhauls, we do not get
the same amount of experi-
ence in performing the proce-
dures. Therefore, and in the fact
that we have always have had
a very good relationship with
MAN B&W Diesel, we created a
maintenance agreement with
MAN B&W Diesel for the main
overhaul work. This has the
advantage in that we can also
see the latest and best practices
for undertaking the work.
Mr Thomsen is not the sole
member of the maintenance
team. He is assisted in his work
by Svend Hansen (foreman) and
a part-time mechanic, Erhardt
Christiansen. Between the three
of them, they undertake the dai-
ly routines, including taking
measurements, making adjust-
ments and changing filters etc.
According to Mr Thomsen,
One of the greatest advances
with the new GenSet was the
introduction of the cylinder
unit concept in the L16/24.
This design philosophy allows
an entire cylinder head, liner,
piston crown and connecting
rod to be removed in one unit
making the whole job easier
to manage and control.
On the nature of this partner-
ship, Mr Thomsen states: The
relationship with MAN B&W
Diesel has worked well. Any
problems that arose were re-
solved quickly and efficiently.
Spare parts have been easily
available and the back-up good.
4
Diesel Service in the Front Line
An interview with Dr.-Ing. Stephan Timmermann, Executive Vice President,
MAN B&W Diesel responsible for Service and Turbocharger Business
Dr.-Ing. Timmermann is a recent
addition to the Board of Manage-
ment of MAN B&W Diesel. In this
interview with Dieselfacts, Dr.-
Ing. Timmermann, after 100
days, offers his first view of the
business and his objectives.
Dr.-Ing. Timmermann: The vision
of the Company is to make the
service to the customer a more vis-
ible core competence of the Com-
pany. Service is vital for a compa-
ny its a second point of contact
that we have to the customer.
It is a very important contact be-
cause, after the sale, the customer,
after having put trust in our prod-
uct, must be able to rely on us. We
need to show how well all the as-
sociated services attached with
the product work. This is where
Diesel Service becomes visible.
Service will feature much more in
the foreground. Service will be
much more than selling spare
parts and technical service we
will have more focus on after-
sales management.
There is a saying that states; Sales
sells the first engine and Service
sells the second.
The key challenges for Service is
to place much stronger focus on
the customer and customer rela-
tionship management. This must
be an excelling quality and also a
differentiation to our core com-
petitors.
We have a good number of high
class Service hubs in all the ma-
jor locations throughout the
World. These form a powerful ser-
vice network, where the custom-
er must have the impression of
one company, one face.
The customer must have good
service, all around the World, this
is extremely important. We will
provide more service to the cus-
tomer than only selling spare
parts.
We have to be life-long partners,
we must realise what services the
customer needs. Beginning, of
course, with maintenance and
spare parts but also going into
operation and diesel mainte-
nance agreements.
Dr.-Ing. Timmermann grew up
and went to school in Finland,
Tanzania, Germany, Jamaica and
France. After studying Mechani-
cal Engineering at the Karlsruhe
University (Germany), he ob-
tained his Doctorate in Produc-
tion Technology. He joined the
MAN Group as a manager in
Dr.-Ing. Stephan Timmermann, Executive Vice President
My world my vision
for service tomorrow,
is that MAN B&W Diesel
will excel and differentiate itself
via unsurpassed
service.
MAN Miller GmbH in Geisenheim
in 1991.
During the past 14 years he has
held various managerial posi-
tions within the MAN Group,
most recently as Technical Direc-
tor of Schwbische Httenwerke
GmbH in Aalen, Germany.
Dr.-Ing. Timmermann: As a Mem-
ber of the Board of Management
who has decided to make Service
a very distinctive core compe-
tence, I think that the customer
will notice that the value of ser-
vice in the Company, which has
been high so far, is now going to
go onto an even higher level.
DIESELFACTS
This is a very visible sign for cus-
MAN B&W Diesel
The core competence of Service
will be more visible it will be vis-
ible as a powerful network of glo-
bally integrated and highly qual-
ified Service Centers.
At present, we are good, but we
have the potential to be better.
This means that we will invest into
our global presence and, as I have
already said, we will strengthen
our capability into being the full
service provider, from spare parts
to operation and maintenance
agreements, with the target of a
whole-lifecycle relationship. These
are things for which, of course, no
quick hits are important but a
change in terms of a distinct pro-
cess to make our Diesel Service the
leading partner for the MAN B&W
Diesel product world.
However, there are some mile-
stone ahead. We are discussing
further expansion, globally to
build up new service hubs. We are
doing this in Dubai, where we are
expanding existing facilities and
investing in new ones.
tomers that we are investing with
There is a saying
that states;
Sales sells the first engine
and Service sells
the second.
caution to the benefit of our cus-
tomers. We are discussing the
North American market and mak-
ing concepts for service hubs on
both the East and the West coasts.
We are looking to develop creative
and intelligent partnerships with
existing partners, which we will
fortify. Partnerships with natural
benefits for all parties involved
are an important part of our
growth strategy.
Im picking up a very healthy
Its a big model, its a complex pro-
cess and I think that the custom-
er should measure us on what we,
as service people, manage to
achieve in the months to come.
Im very much looking forward to
this future. We are basically work-
ing on new milestones in the long
history of our very well established
company. Our company has
evolved from the invention of the
diesel engine in Augsburg, to
becoming a key player in the en-
gineering and manufacturing
industry. Today, our two-stroke en-
gine business is by far the largest
in the World market and, in the
four-stroke market, we are also
placed among the World leaders.
The key challenges for
Service is to place much
stronger focus on the
customer and customer
relationship management.
Having the chance now to focus
on service and to bring our ser-
vice to the new brand label level
is a challenge.
My world my vision for ser-
vice tomorrow, is that MAN B&W
Diesel will excel and differentiate
itself via unsurpassed service.
This employed professionalism
requires putting a much stronger
focus on after sales management.
In my vision customer relation-
ship management is one of the
most important criteria that I will
try to get into our service organi-
sation.
This will be a change. Until now,
service has not been so much in
the front line this will have to
change everybody will have to
have contact to the customer.
This job my job will be an ex-
citing and challenging one, in that
business and the intention is to
make it even better through more
and stronger customer relation-
ships.
In general, I would, after 100 days
in the job, say without doubt that
Im very proud to be part of this
company. Diesel invented the die-
sel engine all others followed.
This is the biggest differentiation
criteria we have.
Now the challenge is to fortify our
strengths!
 5
DIESELFACTS

Crystal Clear Cruising

Service Center Ft. Lauderdal, Florida, creating harmony on the seas
An increasing number of des-
tinations in the cruise mar-
ket are setting ever-stricter
emission conditions on visit-
ing vessels. This has led to the
position where some aging
vessels currently in commer-
cial operation need to make
changes if they wish to main-
tain their current roles. The
C rystal Harmon
Harmony y, a v essel
vessel
from one the W orld
orldss lleading
World eading
high- class c ruise l ine
high-class iness Crystal
Cruises has done so very suc-
cessfully.
cessfully
Five years ago MAN B&W Diesels
Service Center Ft. Lauderdale
were called upon to assist in giv-
ing the cruise ship a new lease
of life.
The MAN B&W Diesel 58/64
main engines needed to be re-
configured if she was to operate
in the environmentally sen-
sitive areas of Alaska and
California.
The operating profile of a cruise
vessel normally means calling
at high profile ports and tourist
locations. Therefore, the results
of over-fuelling while changing
load in maneuvering situations
has to be minimised as much as
possible.
This reconfiguration work
meant that key components
units, such as the turbochargers,
the governors and the injection
equipment needed to be opti-
mised for part-load operation.
The first sytem to be tackled
was the injection system. The
fuel injection nozzles were spe-
cifically chosen for this vessel,
after a detailed evaluation of the
system. The prime objective was
to focus on producing an engine
with low-emission characteristics.
Changes to the control system
included implementation of a
digital speed and load control
system. The complete, existing
analogue electronic governor
system was replaced by the lat-
est digital model, complete with
isochronous load sharing.
The digital governors allow op-
timum operation under dynam-
ic load conditions like starting,
acceleration, manoeuvring or
step load. The turbocharger con-
figuration and new fuel injec-
tion nozzles allow for the best
possible combustion conditions
in low load operation.
Additionally a decision was
made to rematch the turbo-
chargers on the engines in order
to allow a higher charge air pres-
sure while operating on part-
load. This increase of air would
improve combustion and, thus
reduce the production of smoke.
According to Michael Eckart,
Manager, Service Center Ft.
Lauderdale: MAN B&W Diesel
wishes to establish and main-
tain a long-term relationship
with all customers, even after 15
years as in this case. It is not
unusual for us to create innova-
tive, tailored solutions for mod-
ern issues for vessels with
100,000 operational hours.
After a period of some five
years, during which we created
a very close relationship, we are
sad to see that the Crystal
Harmony will leave Florida. Af-
ter serving for a large number of
years in the Alaska route, she is
set to sail in Asias waters un-
der her new name Asuka.
MAN B&W Diesel Service
Center Ft. Lauderdale wisher her
all the best for the future and
has already transferred the
technical informations and lat-
est reports and measurements
to Service Center Singapore.
It is hoped that the Crystal
Harmony will be as successful
in the future as she had been in
her first 100,000 hours.

Parts, Service and Support for existing engines

New in-situ machining technology shortens repair time
Since its introduction in 1999,
the use of in-situ crankpin ma-
chining devices have proved
their worth many times over
in the repair of crankshafts in
medium speed diesel engines.
The nine devices now available
for two- and four-stroke en-
gines permit the machining of
crankpin diameters ranging
from 320 mm to a maximum
of 960 mm.
Top right: Shows the remote
control operation of the
The advantage of the new MAN machining tool
B&W Diesel technology, com-
pared with the machining
methods used by some outside
contractors, resides in the fact
that it is not the contour of the
crankpin fillets that is used for
alignment purposes. Instead,
the device is securely held in
position directly between the
crankwebs thus ensuring su-
perior and reliable machining
results.

After having firmly established

itself as a routine operation in
the case of four-stroke diesel en-
gines, following initial applica-
tion on 2-stroke engines, this
patented machining method is
now being further developed for
use in this particular market
segment.
In-situ repair of major engine
components, ensuring rapid re-
turn of vessels into service, has
become an important core com-
petence of our service engineers.
says Mr H. Brockmller, head of
the MAN B&W Hamburg Service
Center workshop. He went on to
add, In view of the prevailing
charter rates, it is no surprise
that owners gladly accept the
new repair method, secure in the
knowledge that this will result
in shortened repair times.
The above photographs show the positioning of the machining tool and its operation within the cylinder liner
The advantages offered by in-
situ repair solutions are also
clearly shown. In the case of
the new wave-cutting device
for cylinder liners, this in-situ
machining device, developed
in cooperation between Chris
Marine and the Copenhagen
base of MAN B&W Diesel, was
first tested at the MAN B&W
Diesel Service Center Werk
Hamburg early in 2005. Today,
the first 10K90MC-S cylinder
liners are being overhauled in-
situ at a power plant in Mexi-
co. In this way, worn cylinder
liners that in the past had to be
condemned and scrapped can
now be provided with a new
wave-type running layer profile
with no need for the cylinder
liner to be removed from the en-
gine.
This represents an overhaul
method which opens up a com-
pletely new dimension.
6
DIESELFACTS

Guidelines for fulfilling IMO requirements

IMO Annex VI now in force
In order to assist staff working Copies of the guidelines can be
with fulfilling IMO Annex VI, ordered by contacting:
MAN B&W Diesel has produced
ah andboo
handboo
andbook,k, A Guideline to the
Guideline Department 4210,
Unified Technical Fil
Technical e
e..
File Sales Coordination and
Sale of Data,
The intention with the hand- MAN B&W Diesel A/S,
book is that it will be of assis- Teglholmsgade 41,
tance in the daily work on 2450 Copenhagen.
meeting the requirements of Denmark.
the IMOs Annex VI of MARPOL
73/78 regarding the Preven- The price of one
tion of Air Pollution from copy is EUR 80.00.
Ships.

The regulations entered into

force on 19 May 2005.

This means that the full set of

MARPOL international regu-
lations for the prevention of
pollution by ships will be in
force, and their effective im-
plementation and enforce-
ment must now be ensured.
MAN B&W Diesels A Guideline to the Unified Technical File

Service Center Denmark

Increased capacity for growing demands
Service Center Denmark has who ensure that every detail is European and from further
expanded its activities in line fulfilled to the highest stan- afield.
with the growth in its business. dard. Service Center Denmark is
New machinery has been backed-up by the nearby MAN Service Center Denmark sup-
brought in to expand the ca- B&W Diesel factory and a dedi- ports all the old trade marks
pacity of the workshop and the cated group of experienced that now fall within the MAN
plant has been optimised to project engineers. The Service B&W Diesel group, including
maximise workshop output. Center also maintains a Flying MAN B&W Diesel two- and four-
Squad engineers to assist cus- stroke, Alpha, Holeby GenSets,
Recent, large-scale, tasks like tomers at any time and in any Paxman, Ruston, and Mirrlees
the reengining of the passenger location. Blackstone. The workshop is also
ferry Banasa can be done with an authorised Pielstick service
increased speed and efficiency. To date, Service Center Denmark centre.
As part of new structure, service has attended to over 600 ves-
operations have been refined sels of all different sizes and
and new quality checks intro- types from all over Northern
duced. This results in more and
faster reconditioning and re-
engineering work.

Mr Steen Mortensen, Senior

manager, Service Center Denmark:
As the sole all-in-one supplier
of quality parts for all MAN
B&W Diesel engines at the gate
of the Baltic Sea we offer an un-
matched quality service and
reengineering opportunity. The Service Center Denmark
increasing levels of quality and
the assurance of a manufactur-
ers guarantee on all work means Mr Steen Hviid Mortensen, Senior Manager, Service Center Denmark
that you can rely on Service
Center Denmark for all your been attracted to Service Center All activity and spare parts
servicing needs. In order to op- Denmark by the range of skills come with the assurance that
timise the work and improve and quality of workmanship on the work was performed by
quality, we have also been more offer to all customers. qualified experts, using the
clearly defined the roles and manufactures authorised tools
areas of responsibility leading The location of Frederikshavn in and spares parts giving you a
to a better overall product for the the Northern part of Denmark, guarantee of quality.
customer. at the gate to the Baltic Sea,
makes it very convenient for ves- There are a large number of qual-
Vessels from an increasing sels using the the Scandinavian ified staff in the workshop, who
range of trades and sizes have sea lanes. are supported by an office staff At the gate of the Baltic Sea - MAN B&W Diesels Frederikshavn facility

DuraSpindleTM increases TBOs by at least 50%
MAN B&W Diesel introduces the new standard of exhaust spindles
In-service testing confirm
confirmss the
extended lifetime of a new ex-
haust spindle - the DuraSpindle.
This new type of spindle set setss
new standards in seat perfor-
mance, especially with regard
to resistance to indentations.
The benefits to the owners and
operators of the DuraSpindle
are increased TBOs, less seat
grindings and, therefore re-
duced overall maintenance
costs.
Exhaust valve overhaul can be
postponed and can now be in-
cluded as part of the normal
docking procedures.
The DuraSpindle can be used as
a direct replacement for any
existing stainless steel spindle
operating in any MAN B&W
Diesel two-stroke engine, regard-
less of age.
Although initial production
and testing of the DuraSpindle
started on spindles destined for
small and medium bore two-
stroke engines due to purely
practical reasons as testing
and in-service experience con-
tinues, larger engines will be fit-
ted with the DuraSpindle.
The DuraSpindle consist of a
stainless steel spindle and a
specially formulated, welded
layer of a high temperature
resistant Nickel-Chromium
(Inconel) alloy at the seat
contact area.
A variety of tests show that the
DuraSpindle is superior to both
the Alloy 50-type spindle, as
used on many smaller and me-
dium bore two-stroke engines,
and the Cobalt or Nickel based
hard facings (including Nimon-
ic 80A), as used in the larger
bore engines.
A major requirement to the
specific Inconel materials
which can be utilised in the
new technology is its ability to
age harden during a subse-
quent heat treatment.
Fig. 3: Dent marks on a Nimonic spindle seat -
used in conjunction with a chamber seat
Fig. 1: Robotic welding of Inconel alloy onto the stainless steel spindle seat
The new technology developed
by the MAN B&W Diesel R&D
team and matured in co-opera-
tion with the production special-
ists involves three processes.
The first stage requires a high
quality robotic welding of the
Inconel consumable, a nickel-
based alloy (which is tradition-
ally found in gas turbine engines
and high speed airframe com-
ponents due to its high
strength at elevated tempera-
tures).
In the second stage the ability
of the Inconel alloy to work-
harden is taken advantage of. A
high pressure rolling process de-
forms the relatively ductile
welded Inconel layer. The defor-
mation process affects the ma-
terial properties in a surface lay-
er and results in a hardness in-
crease of up to 100%.
7
DIESELFACTS
Apart from the high hardness ter running for more than
which reduces dent marks, an 28,000 hours.
additional advantage is the in-
troduction of compressive The excellent service perfor-
stresses in the seat area creat- mance of the new DuraSpindle
ed by the rolling process, which is further enhanced when it is
in combination with the mate- used in conjunction with MAN
rials ductility will raise the B&W Diesels W-seat. A recent
safety margin against stress inspection of a system that
related cracks. used this combination showed
no indentations after 30,000
In a series of tests, which be- hours (see Fig. 5).
gan in 1998, on board the car
carrier Don Juan (Wallenius In the future, the spindle seat
Lines), which uses an MAN condition will not be a limit-
B&W Diesel 8S60MC main en- ing factor for the Time Between
gine, a number of prototype Overhauls.
DuraSpindles ran for 20,000
hours without any overhaul. In the continuous effort to de-
velop our products MAN B&W
More recent tests on board oth- Diesel presently is also inves-
er Wallenius vessels, the Bohe- tigating the technology required
me and Electra, confirm the to introduce the DuraSpindle
first findings. On the Electra, in a price-attractive version
two complete exhaust valves capable of replacing the Nimonic
will be inspected for the first spindle.
time in December this year, af-
In the subsequent third stage
the spindle is heat treated at
600-700C for a couple of
hours. During the heat treat-
ment both the deformed and
non-deformed Inconel deposit
will age harden. By this process,
the work-hardened surface lay-
er will experience an additional
increase of hardness while the
underlying material will be con-
siderably strengthened to act as
strong support. Despite the high
hardness, the seat material will
retain a high ductility com-
pared to traditional welded
hard facings.
Specifically, the seat surface of
the DuraSpindle is up to 20%
harder than Alloy 50 facing and
up to 50% harder than either
Stellite or Nimonic 80A fac-
ings, depending on the actual
chemistry of the applied Inconel
alloy. Fig. 2: High-pressure rolling of the seat facing
Fig. 4: Less dent marks on a DuraSpindle seat - Fig. 5: No dent marks on the DuraSpindle seat -
used in conjunction with a chamber seat used in conjunction with a W-seat
8
The Mediterraneans Most Powerful Harbour Tugs
Satisfied customer stays with MAN B&W Diesel for versatile newbuildings
When Remolcadores De Puerto Y
Al tura, S.A. (REP
Altura, ASA) of T
(REPASA) arragon
Tarragon
arragonaa
(Spain) were considering ssuppli-
uppli-
ers for their new harbour tugs,
it didnt take them long to de-
cide which company would be
supplying their main engines.
A ccor ding to the R E P
ccording ASA
ASAs
PASA
G e n e r a l M a n g e r , Captain
Dam
Damasoaso JJ.. Bueno
Bueno,, W
We e are hap-
ha
py with these engines and with
MAN B&W Diesel. W We e already
already
have five more vessels with
MAN B&W engines for more
than 20 years. They are reli-
able, easy to maintain and,
what is the most important for
us, with a very good after sales
service
service..
The engines Captain Bueno is re
ferring to are a pair of MAN B&W
Diesel 7L27/38 medium-speed
diesels, each of which produce
2380 kW (3235 bhp) at 800 rpm.
In fact, these engines have en-
abled the newest addition to the
REPASA fleet, Romulo, to achieve
a bollard pull in excess of 83
tons. This makes them not only
the most powerful harbour tugs
in all of Spain, but also the most
powerful in the entire Mediter-
ranean Sea!
The main engines nearly 6500
bhp enable Romulo, and the
soon to be delivered Remo, to
take on a variety of duties, from
harbour towage, tanker escort,
buoy maintenance, offshore
towage and pollution response.
The many operating scenarios
anticipated by the tug operator
made designing of such a ves-
sel a very challenging endeav-
our, which is one reason why
REPASA stayed close to home in
selecting the renowned naval
design firm Citranaval of Bilbao,
Spain. A very careful review pro-
cess also resulted in the selec-
tion of Astilleros Balenciaga, of
Zumaia, Spain as the builder of
the Romulo and Remo.
The designer and builders ef-
forts have resulted in an ele-
gant design with hull lines
that are typical of a modern
escort tug. Featuring a slight-
ly raked bow profile extending
below the surface - to give the
added lateral area necessary to
counter the tremendous forc-
es generated in in-direct tow-
age and other escort opera-
tions. This solid plate joins a
deep box-shaped keel, which
runs the whole length of the
vessel, terminating aft in a
streamlined skeg. Immediate-
ly aft of amidships, the profile
of the hull rises to assure a
smooth flow of water is always
available to the 2.8m diameter
propellers. The transition aft,
from transom to bottom plat-
ing, has a forward raking incline
The first MAN B&W Diesel 7L27/38-powered REPASA tug, seen here while undergoing seatrails
to enhance sailing characteris-
tics when operating astern.
The MAN B&W engines are in-
tegral to the versatility of this thruster and deck machinery,
impressive tug. Not only do they
provide the power necessary to
achieve the 83 tonnes of certi-
fied bollard pull, but they also
provide the power for all of the
deck machinery, as well as the
hydraulic bow thruster, power-
ful fire monitors and associat-
ed self-drenching system. This
power is supplied via the fac-
tory integrated front-end
mounted PTOs. The starboard straightforward manner, the
PTO, a massive 1600 kW, pow-
ers the huge 2700 m3/hr main
fire pump to supply the fire
monitors as well as the self-
drenching system. The port 500
Princ
Princ ipal particulars
incipal
Loa: 33.00 m
Lpp: 28.65 m
Beam: 12.00 m
Depth: 5.60 m
Design draught: 4.40 m
Engine output: 2 x 2380 kW
Bollard pull: 83 t
Classification: GERMANISCHER LLOYD a 100,
Active Escort Tug, a MC-AUT,
Fi-fi 1, Oil recovery.
kW PTO provides power for the machinery compartment is spa-
hydraulic deck machinery. Ei- cious and uncomplicated in its
ther engine has the capability design. The modular design of
to drive the hydraulic bow the engines contributes greatly
to this straightforward blue-
(winches, crane and tow pins)
from their respective PTO.
The benefits of the engines abil-
ity to power many functions of
the tug are apparent when view-
ing the engine room layout.
With no need for any addition-
al auxiliary engines, besides the
two 150 kW gensets, sited be-
tween the main engines in a
Commissioning engineers check, prior to seatrails
print, with the cooling water
pumps, lube oil pump, thermo-
static valves, automatic lube oil
filter and lube oil plate cooler in
a closed circuit, all located in a
front-end box, resulting in a
pipeless engine design. This pro-
vides much easier access for rou-
tine maintenance and servicing.
Furthermore, this also leads to
practical as well as aesthetic ben-
efits, permitting the removal of
each cylinder assembly (cylinder
head, piston, connecting rod and
liner) as a complete individual
unit. This vastly reduces the time
required for maintenance or re-
placement. Additionally, this
well conceived design has only
a minimal overhead height re-
quirement.
DIESEL
The engines drive Steerprop SP35
azimuthing propellers of a fixed
pitch configuration in high ef-
ficiency nozzles. Each propeller
includes a slipping clutch,
which allows a soft clutching of
the propellers at idle, as well as
limited slipping during close
quarter manoeuvring. A hydrau-
lically driven bow thruster of 185
kW is integrated with the azi-
muthing propellers via a joy-
stick controller, which receives
input from the tugs GPS system
in order to maintain accurate
positioning during operations
at close quarters, such as fire
fighting, offshore support and
pollution control operations.
Another feature rarely seen in
harbour tugs is their oil recovery
system. To meet Germanischer
Lloyd requirements for the Oil
Recovery designation, four
structural tanks are fitted and
made available for the storage
of recovered oil. The oil storage
and recovery system includes a
thermal oil boiler to heat any re-
covered hydrocarbons in order
to facilitate their smooth and
safe handling. Additionally, a
complete oil dispersant system
with folding booms and related
pumps and tanks has been fitted.
Imagine having to design and
build a state-of-the-art harbour
tug that, besides handling the
largest tankers afloat, must also
be adept at offshore towage,
construction, fire fighting and
pollution control. The specifica-
tions are certainly impressive,
but how does it work in the real
world? The answer is rather ob-
vious when you consider, that
before the tug owner received
the second of the original two
tug order, they have already
committed to a third tug in this
series! This is a tribute to the de-
sign and excellent build quality
of these outstanding tugs, with
a large part of the success direct-
ly attributable to the power, per-
formance and versatility of the
MAN B&W L27/38s!
 9
LFACTS

Tugboat Propulsion Package Versatility

A must for a demanding business segment
The higly successful CP Propeller-
based Alpha Propulsion System
is not the only scope of supply that
MAN B&W Diesel offer. Other
propulsors or propulsion equip-
ment are very often integrated in
package solutions.

Various propulsor solutions may

be preferred for plants tailored to
specific tugboat designs and
tasks. These tailored packages are
Fig. 1: Twin screw plant with CPPs and nozzles Fig. 2: Single engine with Voiht-Schneider unit Fig. 3: Single screw, twin engine plant with CPP
offered on, e.g.:

Other propulsors like; Fixed

Pitch Propellers, Azimuth
Thrusters, Z-drive and Voiht-
Schneider propellers

Dynamic Positioning and

Control systems with joystick
arrangements

Multi-engine combination
systems with several operat-
ing modes, including semi-
diesel electric drive
Figs. 4, 5 and 6: Azimuth propulsor solutions with alternative shafting/engine arrangements

Perfect engine characteristics

Manoeuvring power is the basis
for the tugboat engines perfor-
mance characteristics. The main
features include:

Quick acceleration

Immediate load response

Smokeless at idling, part load

and full load

Low NOx emissions

Low fuel oil consumption

All are high priority parameters.

El Baraka, a DAMEN Stan Tug 4511, with rev/red gearboxes and FPPs Fig. 7: Twin screw plant with
Voiht-Schneider units

When the towing really gets tough

Two-stroke Propulsion Power for a Chinese Oceanic Tug Boat
MAN B&W Diesel will supply a The primary tasks of the SDARI- two-stroke engines, 2 x VBS1080 The shipment of engines and August, beginning with the pro-
complete twin-screw low-speed designed vessel will be oceanic Controllable Pitch Propellers and propulsion equipment from pulsion control equipment, to
two-stroke propulsion package towing. SDARI is the abbreviation an Alphatronic 2000 Propulsion Denmark to China is scheduled match the shipyard installation
for a 90m, 11,000 kW oceanic of the renowned Chinese Shanghai Control System. to take place between June and schedule.
mega tug boat. Design and Research Institute.

The newbuilding is under con- The remarkable heavy fuel oil

struction at Wuchang Shipyard,
Wuhan, China for the owner
Shanghai Salvage Co. Ltd., who
owns a large fleet of various sal-
vage tugs and tug boats. The
newbuilding, which is sched-
uled to be delivered during April
2006, will be operated by the
Hong Kong-based Shen Hua
Shipping Company Ltd.
burning propulsion package so-
lution is based on 2 x 8S35MC
Propeller thrust. Two outward
turning 3.7 m MAN B&W Diesel CP
Propellers type VBS1080, designed
with medium-skew blade profiles
optimised for nozzle operation
General arrangement of the mega tug for Shanghai Salvage Co. Ltd.
10
Powering a Tractor Tug for Fratelli Neri
First MAN B&W Diesel L21/31 Propulsion Engines
MAN B&W Diesel has been
awarded the contract to supply
a twin L21/31 propulsion engine
package for a 30 m Italian tractor
tug ne wbuilding. T
newbuilding. Too date, sal
date, es
sales
total some 280 units, with the
majority dedicated to GenSet
applications and propulsion of
coastal tankers and general
cargo vessels, the 1000 rpm
L21/31 engine design now debuts
in a tractor tug application.
The tug newbuilding construc-
tion has started at the Italian
shipyard Rosetti Marino SpA,
Ravenna, for the Livorno-based
Neri Group. Fratelli Neri SpA
owns and operates a large fleet
of various tugs, supply vessels,
floating cranes and barges,
from various locations along the
Italian east coast.
Sideview of the tractor tug
propulsion arrangement
with 2 x 9L21/31 driving
rudder propellers
A Demanding Transport Niche
Pusher Tugs for the Amazons Barge Trade
Ne
New w engine or ders for a spe-
orders
c ialised tugboa
tugboatt segmen
segmentt .
Ov
Overer the last tw
twooy ears, MAN
years,
B&W Diesel A/SA/S,, Denm ark h
Denmark as
has
been successful with a total of
nineteen engine and propul-
sion package contracts to
Brazilian tugboat owners.
Ten medium-speed engines,
five of type 6L23/30A-F and five
of type 8L23/30A-F, were recent-
ly selected for a series of single-
screw pusher tugs. The order
Mr Ewald Westergaard, Sales
Manager, MAN B&W Diesel four-
stroke propulsion systems
DIESELFACTS
The propulsion engines will be (SRP) controllable pitch rudder
delivered from Denmark for in- propeller unit. Additionally, the Princ
Princ ipal Particulars:
incipal
stallation at the yard during the engines will each power an Loa: 31.27 m
month of August. The finalised Advance/Asug gearbox, driving Lpp: 28.94 m
tractor tug is scheduled to be hydraulics and fire-fighting Beam: 11.50 m
delivered to the owner around pumps via a front-end PTO. Depth: 4.00 m
the end of the year. Draught: 3.4 m
Engine power: 2 x 2025 kW
Each nine cylinder L21/31 engine Speed: 13 knots
is specified to an MCR rating of Propeller
2025 kW, and will drive a Schottel diameter: 2600 mm
Class: RINA
was placed by J.F. de Oliveira Fuel Oil (IF180) and will be driv- tronic Control Systems. MAN Good business relations and pri-
Navegacao Ltd. (Brazil), and the ing FP propellers via reverse/re- B&W Diesel Sales Manager of or experience with the perfor-
vessels will be built at Estaleiro duction gearboxes. The Bertolini four-stroke propulsion systems, mance of our products and our
Sao Joao yard. tugs also operate on HFO IF180. Mr Ewald Westergaard states: after sales service has paved the
These tugs come complete MAN Robust HFO-burning medium road for MAN B&W Diesels suc-
This new MAN B&W Diesel B&W Alpha Propulsion Systems speed engines are favoured for cess on the Amazon.
powered series follows another with CP Propellers and Alpha- this special tugboat segment.
series of six pusher tugs. These
vessels are powered by three
single-screw, and three twin-
screw propulsion packages, type
MAN B&W 8L23/30-FKV, or-
dered by the Brazilian owner
Transportes Bertolini Ltda,
Manaus.
Both series of tugs will be de-
ployed in the specialised Amazon
inland waterways transport sys-
tem based on barges. Soya
beans, bauxite and trailers from
the interior of Brazil and Bolivia
are loaded on barges and pushed
via the Amazon river system to
Santarm and Belm on the
Atlantic coast. In Santarm, the
barge cargoes of soya beans and
bauxite are transferred to ocean-
going cargo vessels for overseas
trading in various export mar-
kets.
The engines for the Oliveira
The series of pusher tugs will be deployed in the specialised Amazon inland waterways transport system
tugs will be operating on Heavy
 11
DIESELFACTS

New diesel science centre

Experience the past and future
MAN B&W Diesel A/S and
Danish power supplier ENERGI
E2 are entering into a joint
v en ture to ccrea
enture rea te Denm
reate ark
arkss
Denmark
new attraction in the world of
diesel engines.

This new diesel science centre

will be located in the building
where you will find the old
diesel engine in the H. C.
rsted Vrket, one of Copen-
hagens major power plants, in
the southern part of the city.
It will become a very interest-
ing venue for those interested
in the history and develop-
ment of the diesel engine.

ENERGI E2s mega B&W diesel

engine from 1932, which re-
mained the largest engine in
the world for approximately
35 years, is still operational
and raring to go. It will be the
main exhibit of the centre, to-
gether with some of the first
B&W engines from the start of
the 20th century.

The double acting cylinder

principle used in this engine
is different from todays large
two-stroke diesel engines in
only one main respect, power
is generated by combustion in
chambers at both the top and
bottom of the cylinder.
The exhibition centre will
contain many and varied ac-
tivities and interactive items,
such as engine simulators and
multimedia presentations.
Construction will start in the
late summer and will be fin-
ished in May 2006.
When the new centre has been
completed, MAN B&W Diesel
will move its museum from
its present location at Chris-
tianshavn to the new site at
ENERGI E2s H. C. rsted Vr-
ket.
This means that many of the
impressive, highly detailed
and moving models of diesel
engines, will be transferred to
the new facility. Also on show
will be many, faithfully recre-
ated scale models of the ships
that were powered by the en-
gines on view in the exhibi-
tion.
One of the ship models on
view will be the M/S Amerika.
This vessel was powered by a
sister engine to the one
housed in the new centre.
With six cylinders, each hav-
ing a 62 cm diameter bore and
a 140 cm stroke, this marine
two-stroke diesel engine was at
the leading edge of ship de-
sign.
The 1932 B&W diesel engine at H. C. rsted Vrket, which was the Worlds largest engine for
approximately 35 years. It will be one of the main attractions in the new diesel science centre
This dynamic exhibition will have signed the agreement, and cultural history worth dis-
give visitors the opportunity which makes this diesel at- playing, and it is a story which
to discover the diesel engine traction possible. both Danes and international
universe: visitors should experience.
Peter Sunn Pedersen: It is a
Experience the running and dream come true. We are creat- The infrastructure of the facili-
operation of a diesel engine ing a location with free access ty will be a joint responsibility,
for everyone, a gathering point MAN B&W Diesel has rented the
Discover the major effect for anyone interested in the exhibition building from ENERGI
diesel engines have on society history and development of E2 and will undertake the daily
diesel engines. I hope that it will running of the centre.
See the technical progress become a natural place to visit,
during the last 100 years not least for engineers, marine ENERGI E2 will be responsible for
engineers and students from external maintenance, includ-
Get an impression of the Denmark and further afield. ing the construction of a new
diesel technology of the future access road and new parking
Torkill Bentzen added, I have facilities for visitors.
Executive Vice President of the greatest expectations for
MAN B&W Diesel, Peter Sunn this joint venture. Diesel engine
Pedersen, and President and CEO history is unbreakably tied to
of ENERGI E2, Torkil Bentzen, that of electricity. It is technical

Model of the M/S Amerika fitted with a 662-WF-140 B&W diesel engine, President and CEO for ENERGI E2, Torkil Bentzen, and Executive Vice
a smaller marine version of the engine in the H. C. rsted Vrket President of MAN B&W Diesel A/S, Peter Sunn Pedersen.
12
DIESELFACTS

L27/38 - The popular choice

1200 orders for the versatile L27/38 engine
MAN B&W Diesel has received
its 1,200th order for the L27/38
engine. The L27/38 is the genset
of choice for the containership
market, and there is also an in-
creasing demand for this engine
in the propulsion market.
This is illustrated by the fact
that order No. 1,200 was for an
8-cylinder propulsion version,
ordered as a part of an MAN
B&W Diesel Alpha propulsion
system with reduction gear, CPP
propeller and controls, power-
ing a 6,000 dwt chemical tank-
er newbuilding for Yardimci
Shipping Group in Turkey.
The sale of 1,200 L27/38 engines
in six years is indicative of the
confidence in this engine type,
both as a genset and a propulsion
engine.
Since its first installation as a
genset in the 4,300 teu box ship
Glasgow Maersk, built by Hyundai
Heavy Industries and delivered in
1999, this medium-speed engine
has gained a favourable share of
this market; a market share of
which MAN B&W Diesel Senior
Manager, Lars Juliussen, says is
almost impossible to increase.
tionary power plant even on
large jack-up drilling rigs.
Together with the unique concept
of a complete propulsion package,
the L27/38 is the ideal power
source for most small to medium-
sized vessels, such as chemical
tankers, cargo vessels, ferries and
Ro-Ros, smaller feeder vessels, tug
boats, workboats and offshore
vessels.
When launched in 1999, the L27/
38 engine was a completely new
product and a member of the new
generation of engines in the pow-
er range of 450 kW to 4,500 kW
being marketed today. It has been
further developed as a part of
MAN B&W Diesels continuous
development programme where,
often with close customer collab-
oration, products are continuous-
ly improved and upgraded.
Some of the most important
customer-oriented features:
modular design to reduce the
number of components
multifunction front- and aft-
end box design
marine head connecting rod
optimum cross-flow cylinder
head design
pipeless engine layout
separate camshafts, one for
injection pumps and one for
the valve gear
Another major contributor to this
maintenance-friendly engine is
MAN B&W Diesels cylinder unit
concept. This simple, yet effective,
solution allows for the quick and
easy pit-stop replacement of the
complete cylinder unit including
cylinder head, liner, and piston,
connecting rod and fuel injection
valve and, thus, minimising the
off-time significantly. Main over-
hauls can be completed within
just a few days, while overhauls
using conventional design/meth-
ods takes several weeks.
In fact the cylinder liner itself,
which is of the thick-walled, high
collar design, has been optimally
matched to the piston and ring
pack. There is no water in the en-
gine frame, as only the collar is
water-cooled. The composite pis-
tons have a bore-cooled steel
crown and a body of nodular cast
iron that has been optimised to
maximise deformation safety
margins and provide adequate
cooling for combustion pressures
above 200 bar. Piston rings with
barrel shaped profiles and a
chromium-ceramic top ring en-
sure reduced wear and long term
engine performance.
For a stable and long bearing
life, together with an increased
safety margin, the marine head
and connecting rod has been
solidly designed. In addition to
the greater stiffness achieved
with this design, other charac-
teristics include an optimised
flow of piston forces and equal
bearing loads.
The robustness of the new genera-
tion L27/38 can also be witnessed
in the engines fuel injection sys-
tem, particularly in the high-pres-
sure connections, which offer
ample stiffness for safety against
vibrations and leakages. Slide con-
nections between injection pumps
are equally robust for ease of as-
sembly/disassembly.
A highly environmentally respon-
sible approach has also been a
principal factor in the design of
the new generation L27/38, and
exhaust gas emissions are well
below the IMO limit for NOx.
Noise emissions have also been
reduced with the introduction of
special noise dampening engine
covers, while the well-balanced
engine and flexible foundations
ensure low vibration levels and
structure-borne sound.
We have also optimised solu-
tions so that it is suitable for
tugboat/workboat applications;
we have applied our new gener-
ation of TCR turbochargers and
enhanced the engines load ca-
pability so that it can run with
a higher rating, which is impor-
tant for tugboats and other
workhorses, says Juliussen.
Indeed, based on the experience
gained during the development
of the engine for this type of ap-
plication, MAN B&W Diesel was
able to increase the output of the
genset version from 300kW to
330kW per cylinder.
For application as a prime mov-
er, MAN B&W Diesel can provide
the engine as a complete propul-
sion package. The package is char-
acterised by all the core compo-
nents of the propulsion train
from the L27/38 engine, the reduc-
tion gearbox and the shaftline
through to the VBS-type MAN
B&W Diesel Alpha controllable
pitch propeller.
Compared with other package
solutions, where the propulsion
package includes elements of
mixed origin, MAN B&W Diesels
Genuine Propulsion Package con-
cept is superior both technically
and commercially when consid-
ered over the entire life cycle of
the propulsion arrangement.
There are no open ends regard-
ing component interfaces and re-
sponsibility and, most impor-
tantly for shipowners, the Genu-
ine Propulsion Package is ser-
viced by the provider throughout
the ships operating life.

encapsulated outline for noise

control

fast smokeless load response

with load steps up to 60%
MCR

oil splash safety system.

Mr Lars Juliussen, Senior Manager
Application Development & Design
We want to stay in the genset
market, of course, and will con-
tinue to upgrade and improve all
our products according to the
needs of the customer, but we
would also like to take a greater
share of the propulsion market
with this engine; and we believe
we can, says Juliussen.
When the engine was first
launched, as an auxiliary, it was
aimed at the increasing fleet of
large-sized containerships of up
to 10,000 teu. With an output
range of 1,500 kW to 3,060 kW,
the L27/38 is an ideal power
source for these vessels. The en-
gine is mainly used as a genset,
but the engine has also been de-
signed for installation as a ma-
rine propulsion engine or a sta-
Fig.1: L27/38 propulsion package
The engine offers a safe power
supply at the lowest installa-
tion, operational and environ-
mental costs. As it can run on
heavy fuel oil across the entire
load range, operational costs are
reduced to a minimum, offering
further high reliability, and re-
ducing the risk of unscheduled
maintenance.
One fundamental concept in
our development work is to fo-
cus on life cycle costs and, as
indicated by the sales figures,
this concept ensures that the
best value for our customers is
obtained, says Juliussen. As an
example it was mentioned that
in close cooperation and part-
nership with MAN B&W Diesel
customers, a substantial in-
crease in the time between over-
hauls from 16,000 hours to
20,000 has been achieved. Fig. 2: L27/38 engine

New partner for Holeby GenSets in Brazil
Ground-breaking agreement
MAN B&W Diesel have signed
a coopera tion agreemen
cooperation agreementt
with SSTEMA
TEMA
TEMAC C in the di versi-
div
fied Brazilian station
station ary po
tionary w-
pow-
er m ark
mark et for H
arket FO po
HFO wered
pow
Hol eby GenSets.
Holeby
Power plant solutions are avail-
able for the output range from
500 kW up to 4,000 kW and tar-
gets distributed power plant
applications of up to 20 MW.
The HFO-based four-stroke
range from MAN B&W Diesel
compliments the experience of
equipment manufacturing to
erection, operation and main-
tenance of the power plants
that STEMAC has built up in the
stationary power market.
HFO technology is an excellent
choice for the Brazilian distribut-
ed power market due to high op-
erational flexibility and product
availability at the demand sites.
The agreement allows both com-
panies to complement their re-
spective product lines, with in-
creased alternative solutions in
which they can respond to the
customers power demands.
The alliance has a combined staff
of over 1,200 people, including
Pit Stop - making business easier
A complete overhaul concept for GenSets running on heavy fuel oil
GenSet Business has seen a marked
increase in the number of ship
operators and managers signing
up to its Pit Stop service plan.
Since 1998, when the first con-
tract was signed by a Norwegian
shipowner there has been a
steady increase in interest for the
this type of contract. Today, in
Norway, the are a number of Pit
Stop contracts for vessels such as
chemical tankers. There is, repeat-
edly, expressed satisfaction with
the arrangements and there is
strong interest in expanding the
agreements.
Bjarne Clemmensen, GenSet
Business Unit, offers his view re-
garding the current status of the
Pit Stop concept: We expect to
see a further rise in the number
of Pit Stop contracts in coming
years, as many engines will
reach a major overhaul time in
2 to 4 years. As part of this pro-
cess, MAN B&W Diesel have de-
veloped some unique products
for customers, which also mean
that the responsibility for these
services and full guarantees can
be safely relied upon.
technicians, engineers and sales
teams, are distributed in branch
offices strategically spread
throughout Brazil.
The partnership will enable the
Companies to open and enlarge
new distribution channels.
STEMAC will increase the nation-
al content of the GenSets and op-
timise the local after-sales ser-
vice network. The visible comple-
mentary synergies of the two
companys products, services
and activities bring immediate
benefits to the customers.
MAN B&W Diesel has now sup-
plied over 5,000 MW of power
generating capacity throughout
the American continent, operat-
ing on various liquid and gaseous
fuels such as natural gas and oil
derivatives (diesel and HFO).
In Brazil, references include
large engine projects like UTE
Breitener/Fortaleza (with 160
MW) and UTE Minerao Rio do
Norte/Porto Trombetas (with 45
MW) both operating their
plants on heavy fuel oil. UTE, in
Porto Trombetas, supplies pow-
er for a isolated site that in-
cludes mine and a bauxite pro-
Mr Clemmensen points out that,
The Pit Stop agreement is an over-
haul concept for onboard GenSets
running on heavy fuel oil [HFO].
The idea was originally offered as
an alternative for GenSet Business
customers to bring down their
overhaul time and offer high qual-
ity service at an agreed price.
While developing the concept,
GenSet Business needed to find a
DIESELFACTS
Engines like this MAN B&W Diesel 18V28/32 engine form the basis of the partnership with STEMAC
cessing plant.
In Europe, the MAN B&W Diesel
Holeby generating sets are also
being applied for operation on bio
fuels, including bio-diesel, vege-
table oils, as well as residual bio-
L21/31 cylinder unit exchange
self-explanatary name for it. The
solution soon presented itself;
customers began to ask for short
time, high quality, and continu-
ous technical support in other
words, an onboard Pit Stop. Thus
enabling GenSet Business to cre-
ate a total service package for its
customers.
The engines covered in the Pit Stop
programme include the L23/30H,
fuels such as waste cooking oil
and recycled animal fat.
In about a century of activities,
MAN B&W Diesel and the lic-
ensees have manufactured and
supplied and equipping over
L28/32H, L16/24, L21/31 and L27/
38 designs. These GenSet types are
particularly suited to this kind of
overhaul due to the overall enher-
ent design and overhaul proce-
dures needed to keep the GenSet
in optimal condition.
Mr Clemmensen points to a
further advantages of the Pit
Stop concept: One of the most
positive features about the Pit
Stop contract is the close dialogue
between GenSset Business and
the customer. It is expected
that this concept can solve any
problem that may arise. If any
operational issues are develop,
the Pit Stop concept will mean
that it should show up during
the overhaul procedures.
This will allow MAN B&W Diesels
service engineers to make on-
board adjustments to the
GenSet operation and regain the
optimal performance needless
to say, this will be done in close
cooperation with the customer.
Operators of the L16/24, L21/31
and L27/38 engines are showing
keen interest, and the first agree-
13
18,000 generating sets, total-
ling over 28,000 MW in station-
ary power plants.
ments with owners of these en-
gines have already been signed.
The service engineers will work
closely with the construction de-
partments to make ensure that
all the latest changes and up-
dates are implemented at over-
haul, and this will be part of the
agreements without extra costs.
MAN B&W Diesel are ready to
meet future market demands
and customer expectations for
excellent service and quality
products.
Benefits of the Pit Stop:
Reduced overhaul time
Increased time between
overhauls
Increased running time
between overhauls
The latest construction
updates
Price agreements in advance
Engine adjustment for
optimum performance
24-hour technical support.
14
DIESELFACTS

Striving for efficient world trade

An interview with Mr Carsten Melchiors, Secretary General of BIMCO
For a h undred y
hundred ears BIMC
years BIMCO O Free trade and globalisation ation at sea, from Loading and
h as been a safeguar
safeguard d ag ainst
against BIMCOs main objective is to Discharging with Grabs over
ch aos in the shipping ind
chaos us-
indus- assist and support members Both-to-Blame Collision
try
try.. On beh alf of more th
behalf an
than so they can contribute to a Clause to Carriage of Nuclear
2,500 com panies in 123 coun-
companies free trade and globalisation Materials. In recent years, re-
tr ies, the w
tries, orld
orldss largest ship-
world to the benefit of all countries pairs of ships are regulated by
ping org anisa
organisa tion con
anisation tr
contr ibu
tribu tes
ibutes and industries: a BIMCO document and so is
to ensur
ensuringing trade ov er seas
over the recycling of worn out
through standar dised docu-
standardised Ethics are extremely impor- ships, the latter through the
men
ments,ts, secur ity and dialogue
security tant for everybody in the so-called DEMOLISHCON. A
with in tern
intern
terna ation
tionalal m ar
mar itime
aritime transportation sector and the newbuilding contract is also
au thor
author ities.
thorities. shipping industry has so in the pipeline.
much positive to tell. We must
The maritime industry has be better to tell those stories In case of disagreement or dis-
come a long way the past hun- in order to raise our credibili- pute BIMCO is balancing the
dred years since BIMCO Baltic ty and in order to attract odds so that expenses to legal
International Maritime Council young people to our enter- procedures are kept low.
was formed to regulate ship- prises. A better image will
ping between the Baltic and the break the waves for our fu- On a larger scale, BIMCO rep-
North Seas. Operating from ture, Melchiors adds. resentatives influence policy
Copenhagen, this ambitious or- makers in the EU, US and else-
ganisation has spread out to It is in the hands of some 50 where to ensure the best pos-
cover about 60% of the Worlds employees in the Copenhagen sible handling of and atten-
ocean-going ships, exact fig- suburb of Bagsvaerd to service tion towards shipping inter-
ures depending on maritime 2,500 members among com- ests. Not by megaphone di-
segment. BIMCO members panies who operate as ship- plomacy but through serious
command more than 550 mil- brokers, ship agents or char- documentation, says Carsten
lion tonnes of deadweight. tering agents or who own or Melchiors.
manage ships, operate ships
Carsten Melchiors is newly ap- on a bare-boat charter, oper- Neil Kinnock supports
pointed captain on the BIMCO ate ships on time charter or BIMCO has associated former
bridge. As Secretary General he operate scheduled liner ser- European Commissioner, Lord
has the urge to build on the or- vices with chartered ships. Neil Kinnock, as its advisor on
ganisations proud tradition, Members are also counted European maritime affairs.
but also to add new ones: among other associations. On
an average each member con-
Most of the ships belonging to our This British top politician,
who recently stepped down as
Shipping is by far the most
economical means of transpor-
tact BIMCO some 5-10 times
every year.
members operate by means of Vice President of the Europe-
an Commission, will assist
tation and thus the most sus-
tainable one, Melchiors states. From cradle to grave engines from MAN B&W Diesel BIMCO in its efforts to create
a closer dialogue with Brussels
And still our image is to a cer-
tain degree dominated by envi-
Members base most of the
business on BIMCO documen-
and hence its a natural thing to on behalf of its members.
BIMCO is also a member
ronmental problems and disas-
ter. We need to adjust our im-
tation that cover all processes
from cradle to grave. At earli-
co-operate whenever relevant with speech rights of IMO
(International Maritime Or-
age so the great achievements f er times the standard BIMCO ganisation), the UN agency
our industry are reflected. papers concentrated on oper- Carsten Melchiors, Secretary General , BIMCO that regulates global shipping.

As a whole, relations is a key

word for BIMCO. According to
the new Secretary General,
good relations to the equip-
ment manufacturers is impor-
tant for the development of
the industry this goes in-
deed for the dominating die-
sel brand:

Most of the ships belonging

to our members operate by
means of engines from MAN
B&W Diesel and hence its a
natural thing to co-operate
whenever relevant, says Mel-
chiors who also mentions re-
search and development as
fields of potential synergy be-
tween one or several BIMCO
members and MAN B&W Diesel.
We have a mutual interest in
a continuous improvement of
the efficiency of propelling.
This will enhance the sustain-
ability of our industry which
is in the interest of all, Carsten
Melchiors winds up. We must
always strive to be a bulwark
for an efficient world trade.
The Copenhagen Headquarters of BIMCO

Tage Reinert joins Executive Board
MAN B&W Diesel is expanding
its Executi
Executive Boar
tiv d. The com
Board. pan
company
yss
pany
Supervisory Board has appoint-
ed T age Reinert as a member of
Tage
the Executive Board responsible
for Controlling.
The 48 year-old Dane will take
up this position in the MAN
B&W Diesel Group by 1st Sep-
tember 2005 at the latest.
The other members of the
Companys Executive Board
include the Chairman of the
Executive Board of MAN AG,
Hkan Samuelsson, who serves
as working chairman, Fritz
Pape as deputy chairman, Dr.
Stefan Spindler, Dr. Peter
Sunn Pedersen and Dr.
Stephan Timmermann.
Tage Reinert comes to the com-
pany from the Danish mobile
telephone operator Sonofon in
Copenhagen, where he served as
Executive Vice-President and
CFO from 1999 and more recent-
Extension to power plant
An MAN B&W Diesel 12K80MC-S
prime mover has been ordered,
via Spanish contractor Abener
Energa S.A., from Comission
Federal de Electricidad (CFE),
Mexico.
This order will be a 43 MW exten-
sion to an existing 43 MW plant
at La Paz, Baja, California Sur.
The new plant will work in com-
bined cycle with a bottoming-cy-
cle steam turbine and produce 43
MW (nett) at an efficiency rate of
47% at site ambient conditions at
station busbar.
The engine, and its related equip-
ment, will be supplied by MAN
B&W Diesels licensee Hyundai
Grand Latino cruise ship gets new engines
The Grand Latino sister ship
to the Black Watch (w
Watch hich can
(which
be seen in a previous issue of
DI ESELF
DIESELF
ESELFAACTS) is currentl
currentl y be-
tly
ing modernised.
Feedback
Please feel free to send us any
comments you have about
DIESELFACTS. For example:
ANNOUNCEMENTS
Tage Reinert
ly held the position of acting
Chief Executive Officer (CEO).
Tage Reinert studied at the Aarhus
Business School in Denmark and
later became a State Authorised
Public Accountant. He also went
on to hold various top manage-
ment positions in finance with-
in several notable Danish com-
panies.
Heavy Industries Co. Ltd. (HHI) in
Korea. HHI, together with Abener
S.A., have already supplied a sim-
ilar 45 MW plant at San Carlos,
Baja, California Sur.
The MAN B&W Diesel 12K80MC-S
plant is going to run on local, cost-
effective fuel, with a viscosity of
1166 cSt at 500C and 4.0% sulphur
content the San Carlos plant
operates successfully on the same
fuel.
The new installation comple-
ments the existing facility, just
commissioned, based on an
MAN B&W Diesel 10K90MC-S
engine, supplied by Spanish lic-
ensee Izar S.A., and fulfils all lo-
cal environmental rules.
Work to reduce noise and vi-
bration levels, in addition to
taking advantage of much
lower fuel consumption rates
offered with the new propul-
sion package, is based around
You would like to know more
about the products and/or
services mentionedin
DIESELFACTS
DIESELFACTS can be contacted at: dieselfacts@dk.manbw.com
Fednav Limited selects 7S70ME-C for ice-class bulker
The flexibility of the electroni-
cally controlled ME engine in
the ice-class version will ensure
optimal operational economy
and performance in the wide
span of operation modes, which
is needed for this type of ship
including ice ramming opera-
tion.
The ME engine allows flexibili-
ty in both the high load opera-
tion scenario as well as in the
low load operation scenario in
open water. This particular vessel
also has an integrated exhaust
gas by-pass system for extreme-
ly cold arctic ambient conditions.
Service Center Dubai in focus
MAN B&W Diesel
Dieselss Dubai office
is one of the Com
Com pan
ompan
panyy
yss busiest
facilities, especially in turbo-
charger repairs, overhauls and
general engine work.
In response to these needs, extra
capacity has been acquired in Al
Jadaf for dismantling, cleaning,
inspection and balancing of tur-
bochargers. The workshop has re-
cently taken delivery of a Schenk
CAB803 balancing machine. This
machine can accommodate ro-
tors from 16 kg to 2 tonnes.
MAN B&W Diesels personnel
from Copenhagen and Holeby,
whom are based in Dubai, are
able to undertake all kinds of
repairs and supervision of main-
tenance and operational-related
work on main engines and
GenSets.
The expertise of the workshops
staff in this area has been proven
to owners who needed a quick
and reliable solution to keep
them moving. One such example
included a vessel off the African
coast with a failed turbocharger.
four new MAN B&W Diesel
7L32/40 propulsion engines.
Each of the new engines gener-
ates an output of 3,500 kW at
750 r/min.
You would like us to send
you more than one copy of
DIESELFACTS
The engine, with an output of
21,770 kW at 91 r/min, drives a CP
propeller. The engines thrust
bearing structure has been opti-
mised in order to meet the re-
quirements of the ice breaker Ice
Class Polar 15.
The integrated Alpha Lubricator
system, using the Alpha ACC lu-
brication principle, will further
add to the benefits of the reduc-
tion in fuel consumption ob-
tained by the ME engine, by re-
ducing cylinder lubricating oil
consumption.
The 7S70ME-C engine is to be
Service Center Dubai sent a tech-
nician from Dubai, via Cape Town,
to blank-off the turbocharger,
which then allowed the vessel to
procede to her next port of call,
Colombo, Sri Lanka. While the
vessel proceded to the Sri Lankan
port, new spare parts were
sent from MAN B&W Diesels
Augsburg (Germany) site to
meet the vessel in Colombo.
This meant that the vessel was
able to continue her voyage,
with no off-hire time at all.
The above case story shows the
great advantage of the worldwide
MAN B&W Diesel is the gener-
al contractor for this work and,
in addition to the propulsion
system, will deliver two new
double reduction gearboxes,
The address to which
DIESELFACTS has been sent
is incorrect, or there are
changes to the address
15
built by MAN B&W Diesel licens-
ee Hitachi Zosen of Japan. It will
be delivered in September of this
year to Japanese shipyard Uni-
versal Shipbuilding, where the
vessel is under construction for
delivery in April 2006.
For lower ice classes, where
fixed pitch propellers are often
chosen, the optimal solution
today is an ME engine with a
heavy running mode. This ar-
rangement makes it possible to
use a more optimal engine with
less excess power than would
normally be selected for this
type of ship.
service network that customers
can call upon at any time, any-
where in the World.
Repaired and reconditioned parts
can be delivered in the Middle
East region through MAN B&W
Diesels worldwide service net-
work. For more information, con-
tact Service Center Dubai with
your special requests.
In order to accommodate future
service requirements, Service
Center Dubai is already preparing
for further expansion in the local
area.
Downtown Dubai
type NDSL-2800, manufac-
tured by Renk (a member of the
MAN Group).
16
Latest technical paper:
Making the LNG trade safe
A detailed technical paper from
MAN B&W Diesel is now avail-
able that clearly states why
many LNG operators are now
switching from the expensive,
traditional power sources
such as steam turbine, to
more cost-efficient solutions
like the ME-GI two-stroke engine
from MAN B&W Diesel.
Until Korean shipbuilder DSME
ordered eight MAN B&W Diesel
6S70ME-C engines to power four
210,000m3 Qatar Gas LNG carri-
ers at the end of last year, the LNG
market seemed impervious to the
two-stroke diesel engine.
The paper examines issues such
as the emergent spot market and
the realisation the substantial
savings to be made in switching
from the traditional arrangement
to more reliable and fuel-efficient
diesel engines, especially when
used in conjunction with relique-
faction of the cargos boil-off gas
like those that are ordered for
the DSME newbuildings.
Further cost savings are also pre-
sented, for example; dual fuel
Exhaust receiver
A cut-through illustration of the ME-GI fuel system
www.manbw.com
MAN B&W Diesel A/S
Teglholmsgade 41
DK-2450 Copenhagen SV
Denmark
Tel.: (+45) 33 85 11 00
Fax.: (+45) 33 85 10 30
engines are available which en-
tirely negate the need for relique-
faction plants.
Aspects of safety are also ad-
dressed in the paper MAN B&W
Diesels ME-GI engine inherent
safe design ensures a high level
of safety of the dual fuel engine.
As the paper shows, the ME-GI
two-stroke engine is a modified
MAN B&W Diesel electronically
controlled ME engine, therefore
the adaption for high-pressure
gas injection is built around a
well tried and trusted unit. All the
systems and components con-
tain fail-safe mechanisms, while
the normal safety systems incor-
porated in the fuel oil systems
have been fully retained for use
during dual fuel operation.
Additional safety devices have
been implemented to prevent fail-
ures arising from leaky valves and
fractured pipes.
Although the paper discusses
these issues in much more depth,
safety is further enhanced by
feature such as; the boil-off gas
Cylinder cover with gas valves
Large
Volume accumulator
Gas supply piping
HCU with
ELGI valve
MAN B&W Diesel AG MAN B&W Diesel Ltd.
Stadtbachstrasse 1 Bramhall Moor Lane
D-86224 Augsburg Stockport
Germany SK7 5AQ
United Kingdom
Tel.: (+49) 821 32 20 Tel.: (+44) 161 483 1000
Fax.: (+49) 821 3 22 33 82 Fax.: (+44) 161 487 1465
DIESELFACTS
pressure can also be monitored
in the LNG tanks and if too low,
an on/off signal is sent to the
ME-GI control system and the gas
mode is stopped, while the en-
gine continues running on HFO.
Internal components have also
been put through a range of tests
and incorporate a number of de-
vices to guarantee safe operation.
In short, any faults will be de-
tected so quickly that the gas
injection is stopped immedi-
ately from the first failure to
inject the pilot oil. Compressors
are coordinated such that the
boil-off gas pressure is safely
controlled, whilst delivering all
available gas at the correct
pressure to the ME-GI engine.
Load and availability signals
are exchanged between com-
pressor and engine control sys-
tems for this purpose.
All the above issues can be exam-
ined in further detail by obtain-
ing a copy of the paper.
The technical paper can be
requested by contacting:
dieselfacts@dk.manbw
dieselfacts@dk.manbw .com
anbw.com
Low pressure fuel supply
Fuel return
Injection
Measuring and
limiting device .
pressure booster
(800
900 bar)
Position sensor
800 Bar abs
FIVA valve 600 Pilot oil pressure
200 bar hydraulic oil. 400
Common with ELGI valve
Control oil pressure
exhaust valve actuator
200
The system provides:
Pressure, timing, rate shaping, 0
main, pre
& post
injection 0 5 10 15 20 25 30 35 40 45
Deg. CA
ME-GI fuel injection system
Publisher Printed by For further information
Peter D. Petersen Trekroner Grafik A/S PR & Information Dept.
MAN B&W Diesel A/S Copenhagen MAN B&W Diesel A/S
Copenhagen Denmark Copenhagen
Denmark Denmark
Images
Images
Tel.: (+45) 33 85 11 00
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MAN B&W Diesel E-mail:
except where mentioned dieselfacts@dk.manbw.com