DIESELFACTS

-!.æ"7æ$IESEL

s SERVICE s ENGINES¬s TURBOCHARGERS s PROPULSION SYSTEMS s MARINE s STATIONARY s

s¬2006¬s¬2¬s
7ORLDSæBIGGESTæTURBOCHARGER
New TCR22 radial T/C
leading the way forward
Page 3
%XHAUST
GASæPOWERæTURBINES ice-strengthened Stena Arctica.
Waste power recovery from
main engine exhaust
Page 3
,æUPDATE
Comprehensive update to
medium speed workhorse
Pages 4-5
3-%
#æSERVICEæAPPROVED tanker with the highest Ice-class.
Hitachi-Zosen given
type approval
Page 5
&UTUREæ)-/æ4IERææREGULATIONS
CLASSEDæOPTIMISEDæ3-%
#æONæITSæMAIDENæVOYAGEæ the highest is 1A Super. Stena Arctica
How to comply with future
emission regulations
Pages 6-7
,0'æASæAUXILIARYæFUEL
‘Boil-off gas’ available as
additional GenSet fuel
Page 7
"REAKINGæICEæWITHæTHEæ3TENAæ!RCTICA
!NæEXCEPTIONALæSHIPæFORæEXCEPTIONALæCONDITIONS
The largest registered ship in
Swedish maritime fleet is the
This 249 m long product carrier
is tasked to take oil from the
Baltic Sea to the major European
mainland ports.
The 117,100 dwt tanker is not only
the largest Swedish flagged ship but
also the World’s largest Ice-classed
Its hull is heavily reinforced and its
propulsion system is considerably
more powerful compared with
normal tankers, thus enabling
it to safely manoeuvre in the
icy waters of the Baltic Sea. The
Stena Arctica, together with addi-
tional ice-strengthened units and in
cooperation with Sovcomflot, will
3TENAæ!RCTICAæWITHæANæ-!.æ"7æ$IESELæ)CE
transport Russian crude oil.
According to Ulf G. Ryder, CEO
of Stena Bulk, “With the Stena
and its sister company, Concordia
Finland annually.”
Arctica, and in cooperation with
Sovcomflot, we aim to provide
the Baltic and the North Sea with
safe seabourne transportation of
Russian oil. In 2008, Stena Bulk
Maritime, will be operating a fleet
of about a dozen large, ice-strength-
ened tankers. The objective is to
ship 20-25 million tons of Russian
oil per year from the Baltic to the
UK/European mainland. Since the
new terminal in Primorsk was built
in 2001, 57 million tons of oil are
transported out from the Gulf of
The Stena Arctica is built in
accordance with the Finnish and
Swedish ice class rules. In this
system, the lowest ice class is 1C and
is built in accordance with Ice Class
1A Super, which means that she can
sail under her own power through
1 metre of broken ice. N

)NCREASINGæ4"/S
Time between overhauls
leading to 32,000 hours
-%
"æ4HEæNEWæTWO
STROKEæENGINE
Pages 8-9
!NCHORæ(ANDLERæPOWER
Propulsion packages to
MAERSK Anchor Handlers
"æFUELæINJECTIONæCONTROLæSYSTEM
Page 10
&IRSTæ#HINESEæ-%æENGINE
Hudong build first Chinese
8S60ME-C engine
Page 10
(OLEBYæ#/$!'
Holeby CODAG system
increases effciency
Page 11
"æ"ENElTS
0ORTABLEæ-%æSIMULATOR
A classroom in a box
Page 12
%
COMMERCEæOPPORTUNITIES have been delivered.
On-line business from
MAN B&W Diesel
Page 13
%NGINEERINGæ)CE
CLASSæSHIPS lower fuel consumption, lower
Ice-going transportation
braking barriers
Pages 14-15
$IESEL(OUSEæOPENS
Denmark’s new attraction
by MAN B&W Diesel
Back page
3TRONGERæSHORTERæLIGHTERæ
The introduction of the new ME-B
engines marks a step towards
strengthening the small bore,
two-stroke engine range. These
state-of-the-art engines enable
owners to select modern, future
oriented two-stroke engines.
The small bore two-stroke engines
from MAN B&W Diesel have been
the world leader in their market
segment for decades.
0.42 m shorter. The engine weight
Since the delivery of the first
L35MC in 1982, a total of 1000
L35MC, 500 S35MC, 200 L42MC and
250 S42MC engines are on order or
• Long time between overhauls
However, the market is always
moving, and requirements for
more competitive engines, i.e. the
lowest possible propeller speed,
• Low minimum running speed
lube oil consumption and more
flexibility regarding emission and
easy adjustment of the engine
parameters, call for a reevaluation
of the design parameters, engine
control and layout.
Investigations into this segment,
including scrutinising the power
against propeller speed for tankers,
containers and bulkers, has shown
that a 35 cm bore engine with a
slightly reduced speed and a higher
engine power will suit well. In the
segment for the S42MC type, a
40 cm bore engine with 146 rpm
will, together with an updated 35
cm bore engine, cover the required %NGINEæCOMPARISON -%
output area between the S35 and A comparison between a 6 cylinder While a small camshaft operates the
the S46MC-C very well, as shown in of the new S35ME-B and a 7 cylinder exhaust valves in the conventional
Fig. 3 (page 2). of the existing S35MC shows 40 kW manner, fuel injection is performed
The market acceptance of elec- more power, 0.42 m shorter engine by one fuel booster per cylinder,
tronically controlled engines is length, 3 tonnes lower engine mass similar to the present ME engine.
now turning into a market demand. and 2 g/kWh lower SFOC for the The boosters are mounted on
The new engine with a future new design. hydraulic cylinder units (HCU),
electronic fuel system control will A c o m p a r i s o n b e t we e n a two boosters on each unit. The
be designated ME-B, i.e. S35ME-B 6S40ME-B and the existing 6S42MC hydraulic oil is supplied to the
and S40ME-B, respectively. shows that the 6S40ME-B can HCUs via a single oil pipe enclosed
supply 5% more power and is in the camshaft housing. The accu-
-%
mulators used in the HCUs of the
• Low specific fuel oil consumption is 16 tonnes less (11% lighter) and it present ME engine are replaced by
(SFOC) has a 2 g/kWh lower SFOC.
• Increased engine power Continued on pages 2 & 3 >>
• Low lube oil consumption
MainDual
elements of the new ME-B engine
cylinder HCU
(TBO)
• Easy adjustment of parameters
• Low emissions
• Low propeller speed
• High reliability.
%NGINEæDATA
The new engines will have a stroke
bore ratio 4.4:1 (the same as the
MAN B&W Diesel research engine
– 4S50TX) to facilitate low propeller
speed; 167 rpm for the S35ME-B and
146 rpm for the S40ME-B.
The new engines will be intro-
duced with a mean effective pres-
sure of 21 bar offering the following
engine data, see Table 1 (page 3).
The specific fuel consumption Reduced camshaft Bearings only Hydraulic oil line Cam activated
has been reduced by 2 g/kWh by diameter near cams in containment exhaust valves
using a higher firing pressure.

>> continued from Frontpage
$EVELOPINGæTHEæDIESELæWITHæTHEæ-%
"
one buffer of hydraulic oil serving
each HCU, which in turn serves
the injection of two cylinders.
Compression of the oil with respect
to its bulk modulus accounts for the
accumulator effect.
Two electrically driven pumps
provide the hydraulic power for
the injection system. In case of
failure of one pump, more than
50% engine power will be available,
enabling around 80% ship speed.
)NJECTIONæPERFORMANCE
The ME-B system will have the same
possibility of rate shaping as the
present ME engines. The injection
is controlled by a proportional
valve enabling continuous change
of the injection pressure. Typically,
a gradual pressure increase during
the injection is optimal.
The injection profile influences
the SFOC as well as emissions. One
profile is often favourable for
SFOC, however at a cost of high
NOx emissions, while the opposite
applies for a different injection
profile. The injection profile reflects
a compromise between SFOC and
NOx. Thus, the freedom to choose
the injection profile is a tool that
can be used to minimise the SFOC,
while keeping emissions within
given limits.
There is one Hydraulic Cylinder
Unit (HCU) per two cylinders. The
HCU is equipped with two pressure
boosters, two ELFI valves and two
Alpha Lubricators.
The Hydraulic Power Supply
(HPS) used for the new small bore
engine is installed in the front
"æHASæAæSIMPLEæSTRUCTUREæWITHæREDUCEDæNUMBERæOFæCOMPONENTS
end of the engine. The HPS is
electrically driven and consists of
two electric motors each driving a
hydraulic pump.
The pressure for the hydraulic
oil for the new system has been
increased from the 250 bar used for
designed with respect to rigidity
and strength to accommodate the
higher output for these engines.
The bedplate is of the well-
proven welded design. For the
new engines, the normally cast
part for the main bearing girders
is made from rolled steel plates.
This secures homogeneity of the
material with no risk of casting
imperfections occurring during the
final machining.
The framebox is of the well-
proven triangular guide plane
design with twin staybolts giving
excellent support for the guide
shoe forces. This framebox is now
standard on all our updated engine
types.
For the cylinder frame, two
possibilities are available:
• Nodular cast iron
• Welded design with integrated
scavenge air receiver.
It has been decided to use
nodular cast iron due to its high
strength and high E-modulus for
this material to counteract the high
ignition force. Compared with grey
cast iron material, the weight for
a 6S35ME-B cylinder frame can be
reduced by 3 tonnes.
The stiffness and stress level
have been carefully evaluated
for the main structure with FEM
calculations, and all deformations
and stresses are lower or equal
to the level used for our existing
engines, i.e. the reliability of the
engine structure will be at least
at the same level as the existing
engines, which have proven very
good performance.
#RANKSHAFT
Even though the stroke/bore ratio
has been increased for the new
DIESELFACTS
gramme initially introduced for both engine types, but the mate- 0ISTON
the L35MC. rial for the cylinder liner has been The piston is bore-cooled and
To reduce the oscillating forces, upgraded to counteract the higher with a high top land. The shape
the new design is made as a com- ignition pressure. The piston clean- of the piston crown against the
bination of the design used for the ing ring has been introduced to combustion chamber has been
MC-C and 35MC engines. prevent bore polish. carefully investigated to cope with
The design for the crosshead pin
is taken from the S50MC-C, whereas Fig. 4: Cut-through drawing of the ME-B engine
the bearing dimension has been
based on long time experience
with the 35MC, i.e. with hardened
running surface of the pin, see Fig.
4. The guide shoe is of the new low
friction design, as also seen in the
new large bore engine designs. The
low friction design facilitates the
low lube oil consumption.
"EARINGS
The bearings used for the new
engines are of the same design as
the one used with very good results
on our other small bore engines for
now more than 15 years. The bearing
is of the thinshell design. The loads
on the large bearings are in all cases
well below our design targets.
#OMBUSTIONæCHAMBER
With the increased power of the
new ME-B engines, the combus-
tion chamber has been carefully
investigated to compensate for the
higher ignition pressure and higher
thermal load – but also to increase
the reliability of the components
and further increase the TBOs.
#YLINDERæLINER
A slim cylinder liner which is
also used on our other small bore
MC-C/ME engines is possible for
4HEæ-%
Fig. 3: Engine comparison layout diagrams
3-#2æK7
the normal ME system to 300 bar. engines, the cylinder distance has 
Each of the pumps has a capacity been only slightly increased.
corresponding to 50% of the engine Comprehensive FEM calcula-
power, approximately 80% speed. tions were performed to ensure
The control system can be sim- that the geometry (incl. journal 
4ANKERS
.EW
plyfied as the exhaust valves are diameters) of the crank shaft #ONTAINERS 3-%ç"
mechanically activated. had been optimised keeping the "ULKERS
In case of malfunction of one rigidity, shrink fit and stresses on 
of the pumps, it is still possible the same level as for the rest of
to operate the engine with 50% MC-C engines.
engine power. 3-#ç#

#ONNECTINGæROD
3-#
"EDPLATEæFRAMEBOXæANDæ The connecting rod is based on .EW
CYLINDERæFRAME the well-known design used for 3-%ç"
The structural parts have been the entire small bore engine pro- 

Fig. 2: HCU for two cylinders




3-#





        

3-#2æRMIN

"OOSTERæUNITSæLEFT æANDæEXHAUSTæVALVEæACTUATORS 4HEæNEWæ3æANDæ3æ-% "æENGINEæRANGESæIDEALLYæFULlLæTHEæPOWERæNEEDSæOFæVESSELSæ

WHILEæOFFERINGæINCREASEDæmEXIBILITYæANDæECONOMYæ

the increased power of the new
engine. Comprehensive FEM calcu-
lations have been made to develop
the piston crown geometry.
The piston ring pack is similar to
the rings used for the existing small
bore engines. All rings are with
Alucoat on the running surface
for safe running-in of the piston
ring. If prolonged time between
overhauls is requested, a special
ring pack with hard coating on the
running surface for piston rings can
be supplied as an option.
As for the larger bore ME engines,
the Alpha Lubricator is standard on
the new small bore engines. The
ACC lubrication mode is, therefore,
now also available for our small
bore engines with the benefit of a
very low total lube oil consumption
and still keeping very good cylinder
condition.
The calculated temperature level
for the combustion parts is well
inside our design value as shown
in Fig. 5.
4HEæ7ORLDSæBIGGESTæRADIALæTURBOCHARGER
.EWæ4#2æ4URBOCHARGERæ3ERIES
The TCR series sets a new standard
for radial-flow turbochargers: High
power density, low weight and
compact design at yet unsurpassed
efficiencies characterise this new
design. A total of six frame sizes
covers two- and four-stroke engines
from 390 to 5,800 kW engine
output per turbocharger. TCR22,
the largest frame size of this series,
is the largest turbocharger with a
radial turbine in the market.
Recent test runs on a 6S35MC
engine (rated at 4,440 kW) showed
yet unsurpassed efficiencies over
the entire load range of the engine.
Compared to turbochargers cur-
.EWæEXHAUST
GASæPOWERæTUBINE
4#2æANDæ4#!æTURBOCHARGERSæTOæFORMæBASISæOFæNEWæEXHAUST
GASæPOWERæTURBINEæSERIES
The new generation of high effi-
ciency TCR and TCA turbochargers
are the basis for the newly launched
exhaust gas power turbine series.
These power turbines are the core
for Thermo Efficiency Systems (TES)
to be applied to two-stroke diesel
engine arrangements.
The current high fuel oil prices
lead to a high demand for thermo
efficiency systems to increase the
efficiency of two-stroke Diesel
engine arrangements.
The two MAN B&W Diesel
thermo efficiency systems are:
• Turbo Compound System
4HRUSTæBEARING
As the propeller thrust is increasing
due to the higher engine power,
a flexible thrust cam has been
introduced to obtain a more even
load distribution on the pads. The
overall dimension of the parts can
therefore be smaller than with
the old design, thus giving a more
compact installation.
Table 1: Engine data
Bore (mm)
Stroke (mm)
MEP (bar)
Engine speed (r/min)
Mean piston speed (m/s)
Power output (kW/cyl.)
SFOC (g/kWh)
rently used the improvement in
efficiency of the TCR22 is particular-
ly impressive in part load. A higher
turbocharger efficiency contributes
directly to
lower fuel oil
consumption of the
engine. At the same time,
with Power Turbine and
Generator (TCS-PTG)
• Combination of a Diesel-GenSet
and Exhaust Gas Turbine
(CODAG).
The MAN B&W Diesel turbo com-
pound system includes an exhaust
gas power turbine, a generator and
auxiliary systems. Its maximum
additional output of 4,500 kW can
only be achieved with the MAN
B&W Diesel power turbine, which
has the highest efficiency in the
market connected with MAN B&W
Diesel high efficiency TCA turbo-
chargers on the main engine. With
this TCS-PTG ‘stand alone’ solution,

DIESELFACTS
#ONCLUDINGæ2EMARKS Fig. 5: Temperatures in combustion chamber
The introduction of these new
engines marks a future step towards
strengthening the small bore two-
stroke engine position in the mar-
ket, enabling the owner to select
modern, future oriented two-stroke
engines as direct coupled
prime movers. N
5-8S35ME-B 5-8S40ME-B
350 400
1550 1770
21 21
167 146
8.6 8.6
870 1135
171-176 170-175
the engines exhaust gas tempera- TCR turbocharger range
ture is reduced, relieving thermally
highly loaded engine components Output (kW) Speed (r/min) Mass (kg)
and thereby prolonging component TCR12 390 - 760 71,300 100
life times. TCR14 570 - 1,100 59,100 135
Radial turbochargers are
TCR16 830 - 1,600 49,100 205
based on a design that
contains less com- TCR18 1,200 - 2,350 40,500 350
ponents than axial TCR20 1,750 - 3,400 33,600 600
turbochargers. The
TCR22 3,300 - 5,800 27,800 1,400
new TCR22 can be
mounted on the
new MAN B&W
Diesel’s new small Permissible temperature (°C): Maximum 700 (4-stroke)
bore S35ME-B and Specific air consumption (le): 7 kg/kWh
S40ME-B series, and Pressure ratio: up to 52
thus further improve Turbine type: radial flow
the competitiveness of Suitable for: HFO, MDO & Gas
these engine series. N
additional GenSet, maintenance one exhaust gas turbine has the shut down the power turbine or the
can be done without any electrical advantage that only small changes generator can be disconnected by
power loss, in cases where the have to be introduced to the engine using the clutches.
GenSet has to be shut down for the room, to supply additional elec- With both solutions, the TCS-PTG
overhaul period. trical power to the grid via the and the CODAG combined with
Approximately up to 13% from diesel GenSet and reduce fuel oil MAN B&W Diesel high efficiency
the exhaust gas receiver can be consumption. turbochargers on the main engine,
diverted to the power turbine, The exhaust gas is extracted an additional electrical power of 3%
when used in combination with before the main engine turbo- to 5% of the main engine power can
MAN B&W Diesel turbochargers charger to the exhaust gas power be recovered. So both systems have
on the main engine. The power turbine, which is mounted on the the potential to save a considerable
turbine connects to a gear box, GenSet frame and is connected to amount of fuel oil as with the extra
which reduces the turbine rotor the generator. The power turbine generated electrical power of a
speed to the required generator rotor speed is transferred via a gear power turbine a GenSet can be run
shaft speed, for producing 50 Hz box and a coupling to the required with lower load or can be shut down
or 60 Hz electrical power. generator shaft speed to supply completely. Depending on fuel oil
The MAN B&W Diesel com- 50 Hz or 60 Hz electrical power. prices a pay back period of 2 to 5
bination of a diesel GenSet and In cases of maintenance or GenSet years is achievable. N

DIESELFACTS
-OVINGæFORWARDæWITHæTHEæ,æ
#OMPREHENSIVEæUPDATEæTOæDEPENDABLEæWORKHORSEæææææææ
In addition to doing continuous
basic research, MAN B&W Diesel
is always working on improv-
ing the fuel efficiency, output
level, reliability, environmental
compatibility and the general cost-
effectiveness of the entire product
range, this includes the freshly
updated L58/64 engine.

This medium speed, HFO-powered,

L58/64 engine has a long and
reliable service record during the
20 years of its existence, and it is
still very much sought after by the
customers.
With over 300 units sold and
over 11,000,000 total operational
hours to its credit, the in-line
L58/64 continues to offer custom-
ers dependable service in a wide of
applications.
The multiple technical advances
that MAN B&W Diesel has real-
ised in recent times have all been
applied to comprehensively update
of the L58/64. Each updating option
has been carefully evaluated with
regard to making the engine more
efficient, reliable and easier to
maintain.
The need for economic efficiency
and reliability is more important
today than ever before – operat-
ing margins and environmental
considerations are progressively
stricter.
Out of the possible alternatives,
the following four main systems
and units were seen as the best
solutions in order to obtain the best
solution for engine operators:
· Latest generation of TCA turbo
charger fitted
· New concept for the control for
valve actuation
· The entire cylinder head was
redesigned
· extensive redesign of the
complete exhaust system.
#ONTINUOUSæDEVELOPMENTæ
The L58/64 in-line engine type has
been taken to the next level. Two
main objectives were achieved
with the updating; fuel savings
across the entire operating range
while maintaining existing power
outputs and a reduction in emis-
sions. See Table 1: Fuel and emission
savings.
Aggravating cost pressures in
the shipbuilding sector and in the
power industry have resulted in
ever increasing demands on these
types of four-stroke, HFO-powered
engines. The comparative price of
fuels make HFO operation more
and more attractive for an increase
range of applications.
For this reason, MAN B&W Die-
sel continuously tries to develop
engines to meet the crucial require-
ments of the market. These engines
are characterised by:
· Utmost economic efficiency and,
at the same time, low emissions
· Reliability, sturdiness and acces-
sibility
· Long maintenance intervals
, Short maintenance times
· Compact design
· Possibility of running as multi-
fuel engine.
The L58/64 is found at the upper
limit of the output range of the
medium-speed diesel engines.
Above its current output range,
MAN B&W Diesel now offer the
new range of two-stroke, low-speed,
ME-B engines (see later).
As emission regulations tighten,
development work of the engineers
focusses on meeting these and
future demands.
Beginning in 2007, the new EPA
Tier 2 requirements (see later) for
engines of this size require that
the NOx emission is reduced by up
to 30%, in comparison to present
legislation.
In addition, a trend throughout
the industry currently points
towards transforming as much as
possible of the power of the avail-
able engines, i.e. towards reaching
a high power density.
6ARIOUSæCONCEPTS
Boundary conditions for the con-
tinuous development on the basis
of the existing L58/64 engine:
Within the scope of the continuous
development process at MAN B&W
Diesel, various concepts have been
realised on the engines within
the course of recent years which
improve the economic efficiency
and reliability. However, these
developments had to be incorpo-
rated into the L58/64’s well-proven
engine architecture and reliability.
Therefore, the task set for the
development of the L58/64 was to
improve one of the World’s best
engines – not an undertaking done
without a great deal of planning
and thought. The objectives were,
on the one hand, very simple;
supply the customer with a distinct
increase in efficiency without
cutbacks with regard to operational
safety. However, the rewards would,
therefore, have to be substancial in
order for the update to be called a
success.
The end result, just as the engi-
neers planned, justified all the
input and hard work. Every aspect
of the updated units and design has
proved to exceed expectations.
Many of the changes now
presented on the revised L58/64
have already been installed on
either/both of the 32/40 and
48/60B engines, and have, there-
fore, proven their worth in service
in a wide range of applications over
many thousands of operational
hours.
The final assessment led to
changes in five main areas and
assembly groups:
· Turbocharger attachment
· New cylinder head with new
combustion chamber design
· New valve control
· Exhaust gas pipe and exhaust-
gas-pipe environment
· Supply of media.
Approximately 70 % of the
various assembly groups that go
to make up the engine were either
partly or completely redesigned
and documented.
The inspiration for many of the
features seen on the new L58/64
where taken from, in part, the
design of the 48/60B. The concepts
were applied, tested and adapted to
meet the structural conditions of
the L58/64.
The modernisation included all
the components which are located
above the crankcase.
The new MAN B&W Diesel TCA
turbocharger series was selected
as it fulfilled current and expected
future demands of the customers.
The new TCA.
)MPORTENTæFEATURES
During the development of the new
TCA series, particular importance
was attached to the following
features:
.EWæTURBOCHARGERææATTACHMENT
· High specific flow rate
· High efficiency
· Low noise emission
· Easy maintainability
· Uncomplicated mounting to the
engine
· High economic efficiency and
reliability.
The NA48 and NA57 turbocharg-
ers which were previously fitted to
the 58/64 were displaced by the
TCA55 and TCA66 turbochargers.
At the same time, the engineers
developed a new turbocharger
bracket, which weighs considerably
less and requires less room
for fitting.
4HEæUPDATEDæ,æONæTHEæMOVEæ
The resultant free space is
used for laying the supply pipes,
which permits a compact and clear
arrangement.
The development engineers
placed the cast casing on the
charge-air cooler for routing the air
flow when entering and leaving the
charge-air cooler in such a clever
way that an extremely compact
design resulted for this assembly
group.
The reduction of the scope of
parts finally also adds up to a
reduction of the manufacturing
costs for this engine.
When developing the new rocker
arm concept for the L48/60B, the
designers successfully fulfilled
the design brief that set out to
generate a unit that was simple and
robust. The finished design allowed
easy fitting, valve adjustment and
removal.
.EWæROCKERæARMæCONCEPTæOFæTHEæ,
 
DIESELFACTS

0ROVENæFUNCTIONALITY
This new concept for the control of
the valve actuator has already been
proving its functional efficiency for
many thousands of operating hours
on the L48/60B and L32/40CD
engines.
Given the success of the design,
the L58/64’s development engineers
selected this trustworthy unit as the
ideal solution for the rocker arm.
A combined of the introduction
of a new valve actuator and new
casting technology allowed engi-
neers to integrate the charge-air
pipe into the rocker arm casing
– this meant that the support
system for the old charge-air pipe
could be dispensed with.
Although most of the basic
THROUGHæVIEWæOFæNEWæCYLINDERæHEAD
concept for the cylinder head is
based on the one designed for
the L48/60B, it became apparent
during the course of the design
process that the individual adapta-
tion to the structural conditions
of the larger engine necessitated
modelling a new cylinder head.
By connecting the charge-air
pipe to the rocker arm casing – thus
simplifying the routing of the air
flow – it became possible to design
a flatter and more compact cylinder
.EWæCYLINDERæHEADæDESIGN
head. This has been made possible
due to operational reliability and
the wear resistance of the valves
– which were increased to such an
extent that refashioning the valves
and valve seats is not required
out of the regular maintenance
intervals.
Thus, the exhaust valves were
directly installed in the cylinder
head, as is the case with the inlet
valves.
Both the exhaust pipe proper as
well as the area around the exhaust
pipe were redesigned. This led to the
insulation and covering, exhaust
pipes supports, exhaust-gas blow-
off device and the charge-air by-
passing device all being reassessed
and tailored to meet the demands
set by the resizing.
)MPROVEDæRESPONSES
A designed flow velocity increase
led to the redesigning the gas
passage between cylinder head
and the exhaust pipe – leading to
a reduction of the cross-section of
the exhaust pipe by 50%.
This improves the exhaust
admission to the turbocharger
in non-stationary engine opera-
tion, which results in an improved
turbocharger response time.
As a large number of new
components were integrated into
the existing engine concept, the
engineers took the opportunity to
redesign the supply pipes of the
engine. This included combining
the passage of media from the
system to the engine at optimised
connection points.
#UT
When designing the pipe system,
data produced by modern 3D-CAD
systems were directly coupled
into the manufacturing process
– consequently, the pipes were
available for assembly within a
relatively short time.
/PERATINGæDATAæANDæRESULTSæ
OFæTHEæENGINEæTESTS
The scope of the test programme
for the engine included a complete
type testing and acceptance testing
by a classification society.
The newly designed components
proved their functional efficiency
during the test programme and
withstood the stresses occurring
during engine operation.
For many years now, MAN B&W
Diesel has been using calculations
concerning strength and thermo-
dynamics during the design phase
owing to very short development
periods, therefore the design of the
components has to meet the real
requirements in engine operation
to the largest possible extent. This
has meant that very little time is
spent on redesigning components
and systems. N

.EWæENGINEæSIZEæJOINSæTHEæ-% FAMILY
&IRSTæ3-% #æAPPROVEDæFORæSERVICE
S65ME-C Engine Data Bore: 650 mm, Stroke: 2730 mm
L1 L2 L3 L4

Speed (r/min) 95 95 81 81

MEP (bar) 20 16 20 16

5S65ME-C (kW) 14,350 11,450 12,250 9,800

6S65ME-C (kW) 17,220 13,740 14,700 11,760

7S65ME-C (kW) 20,090 16,030 17,150 13,720

8S65ME-C (kW) 22,960 18,320 19,600 15,680

Specific Fuel Oil Consumption 169 162 169 162

Lubricating Oil Consumption 5 - 7 kg/cyl. 24 h

Cylinder Oil Consumption 0.7 - 1.1 g/kWh

Dimensions
Number of cylinders 5 6 7 8

Length min. (mm) 7,603 8,687 9,771 10,855

Dry Mass (t) 361 418 470 530

Mr Ole Grøne, Senior Vice system allows greater control over

-!.æ"7æ3-%
#æONæTESTBEDæAFTERæSUCCESSFULæTYPEæAPPROVALæTESTæATæ(ITACHI
:OSENæOFæ*APAN
Long-standing licensee, Hitachi-
Zosen of Japan has completed the
first MAN B&W Diesel S65ME-C
two-stroke engine.
This engine has been tailor-made
for fuel efficient power produc-
tion for a broad range of medium
sized vessels. With power outputs
from 14,350 kW up to 22,960 kW,
this compact power unit presents
owners with a range of cutting-
edge technologies designed to
optimise fuel use, reduce lube oil
consumption, extend time between
overhauls and lower overall main-
tenance costs.
The electronic control gives
precise control of the fuel injection
and exhaust valve timing, thereby
optimising fuel efficiency. This
control is also helped through the
adoption of innovative design
enhancements that have been
brought together in one package.
D eve l o p m ent s s uch a s a n
improved ring pack configuration,
bore-cooled cylinder liners, better
exhaust valve performance and
combustion temperature param-
eters greatly improved through
the use of the OROS-profiled piston
crown all help create better cylinder
conditions.
Although this new type of
two-stroke diesel engine was
designed to respond to customers’
specific present and future bulk
carrier needs, it also fits neatly into
Suezmax tankers.
President, Two-stroke Sales and the fuel injection and exhaust
Marketing, MAN B&W Diesel A/S, timing functions. This helps to
states: "The recently completed maximise the benefits of the
S65ME-C engine offers an ideal other technical improvements
solution for modern large bulk car- and, together, results in an overall
riers and Suezmax tankers owners engine condition improvement and
who wish to take advantage of the increased performance. In addition
new engines’ excellent fuel effi- to the improved fuel consumption,
ciency and ease of operation. It also time between overalls and total
matches the power requirements component lifetimes are
of the 2-3,000 teu containerships. lengthening. N
Whatever segment of the market
owners wish to operating in, MAN
B&W Diesel offers the appropriate
engine for vessels of all sizes."
The 7S65ME-C main engine
offers all the latest technical
developments in one package. For
example, the electronic control
 
(OWæTOæCOMPLYæWITHæFUTUREæEMISSIONæREGULATIONS
0ROPOSEDæ)-/æ4IERææEMISSIONæREGULATIONSæMETæFORæTWO
STROKEæENGINES
In the third Resolution to the
IMO protocol of 1997 for the
International Convention for
the Prevention of Pollution from
Ships, the Marine Environmental
Protection Committee (MEPC) was
asked to review the Nitrogen Oxide
emission limits at an interval of
maximum five years after coming
into force.
As many countries consider other
emission components, especially
particulates, hazardous to humans
and the environment, and these
are also, therefore, to be included
in the Annex VI emission reduction
engines) were already regulated for
NOx, PM, HC and CO emissions.
The Regulation for the C3 engines
is supposed to be adopted by April
2007, i.e. the proposal for the
Regulation is about to be settled.
4HEæPROPOSEDæ#æ4IERææREGULATION
EUROMOT, the European manufac-
turer association, has submitted its
own proposal to the BLG 10 meeting
for the future discussion. Table 1
compares the EUROMOT proposals
with other papers and past EPA
proposal for an up- coming Tier 2
Regulation. However, the actual C3
limit values are still not known. It
is expected that a reduction in NOx
DIESELFACTS
the CO2 issue, much in focus for
many countries as a contributor
to the ‘greenhouse effect’. Even
though the diesel engine is the
most efficient power plant, and
therefore presents a low CO2 emis-
sion, reducing NOx further will
inevitably increase CO2 (and also
other emission components) again.
Therefore, a number of alternative
solutions must be investigated for
the future, beyond Tier 2.
MAN B&W Diesel has proposed
Table 1: The Tier 2 C3 engine emission limits assumptions
Component
of water emulsion for a few engine
types, where the engine NOx char-
acteristic was in the high range.
Wa t e r e m u l s i o n m a y b e
introduced for engines where the
performance and nozzle optimisa-
tion do not provide an acceptable
trade-off between emission and
fuel consumption (CO2 emission).
However, as experience with the ME
engine optimisation improves, this
may be avoided. Water emulsion
is a proven technology for power
EPA/IMO proposals
control of the lubricating oil will
also favour low HC and PM in the
exhaust. Where excessive lube oil is
present it is either scraped down to
the scavenge-air box or enters the
combustion chamber.
This is why the Alpha Lubricator
system, which properly optimises the
lube oil feed rate. Correctly adjusting
lubricating oil for the fuel sulphur
content (and thereby minimising
deposits) will improve both HC and
PM emissions, see Figs. 2 and 3.
EUROMOT proposal

requirements. For this reason,
at the 53rd MEPC meeting, the
Bulk, Liquids and Gases (BLG)
sub committee was instructed
at their next meeting (BLG 10)
to review Annex VI and the NOx
Technical Code (NTC) from the
view of improvements to existing
technologies and lack of addressing
emissions of particulate matter
(PM), volatile organic compounds
(VOC) or greenhouse gas emissions
(GHG) in MARPOL Annex VI.
This review process was started
in early April 2006, together with
a discussion of interpretations
(carried over from the Diesel Equip-
ment (DE) sub committee) of the
NTC, and instructions to consider
guidelines for equivalent methods
to reduce NOx or SOx.
Fig. 1: Flexibility of NOx and SFOC as a function of the engine load


./X
CHANGE 
 discussions with regulatory bodies.


 -#ç#


3&/#
CHANGE

æGK7H
ç
ç
 
%NGINEæLOADæINææOFæ-#2
In addition to the MEPC proc-
ranging from 20 to 30%, compared
to today’s limit, may be selected.
The fixed 2 g/kWh NOx reduc-
tion proposed by EUROMOT reflects
the real life situation, where the
large engines, on average, have
realised the largest NOx reduction
of the different engine groups.
A percentage reduction would,
therefore, continue to favour small
engines. The basis for the EUROMOT
proposal is that a new technology
should not be requested for the C3,
Tier 2 Regulation due to safety and
reliability concerns, especially if
introduced in the next 3 to 5-years.
For small engines operated on
‘clean’ diesel fuels, EUROMOT
proposes to harmonise the coming
IMO Tier 2 with the already existing
EPA and EU Regulation.
-%ç#
 
Particulates, which are already
A fixed 2 g/kWh reduction
NOx 20 to 30% reduction relative to the present IMO limit
across the speed range independent of engine size
PM
Tied to the HFO type and fuel S content, but lately discussion
Not proposed, since strongly depending on the fuel type
on PM size. Early EPA limit based on 1.5% fuel S limit
Fuel Sulphur
Anticipated only VOC from storage tanks, but stated that the
HC engine HC not to increase compared to present values. Not included – assumed low
An early EPA limit of 0.4 g/kWh is too tight
Early EPA limit of 3.0 g/kWh. Also included in order to keep
CO Not included – assumed low
CO at present values
SOx Based on fuel S content depending on the fuel type Not proposed
to start the discussion on differenti- plants, but the operational issues The new Annex VI (MARPOL
ated emission limits, depending on need to be reviewed in the light of 73/78) introduced control of the
the sustainability for the area in the different load characteristics for exhaust SOx. This recognised that
question, for two different areas; a marine engine. restricting the fuel sulphur content
high sea versus coastal and harbour Different strategies for a water was the most convenient method to
areas. This is to accommodate the emulsion system exist because of limit SOx, but alternative methods
different requirements that exist the fuel efficiency issues – more such as after treatment are allowed,
in the two areas, and to keep the so if the regulation will favour an provided the same SOx reduction
high fuel efficiency and low CO2 on/off technique. is obtained.
wherever possible. In fact, the With regards to HC and PM, For vessels entering SECA areas,
proposal could imitate the already technologies that use techniques a special low-sulphur fuel may be
introduced SECA areas for especially seen in the MAN B&W Diesel’s slide used. This will require special fuel
sensitive areas. fuel valve will be a requirement tank arrangements on board and a
At present, the EUROMOT group to comply with a coming Tier 2 log book which records positions,
is not yet ready for this discussion, Regulation. It is necessary that routes and fuel amounts used.
but the proposal has been pro- the fuel valves operate with clean However, some ports and countries
moted by MAN B&W Diesel in other opening and closing events in order have even tighter requirements
to ensure optimum atomisation when coming into harbour and
In the future, the proposal will – i.e. no fuel leakage or seeping. along the pier for electricity pro-
favour the ME engine and reduction These requirements favour low CO duction. A limit of 0.2% sulphur
techniques that can be turned off in emission and low smoke values, exists for MDO and GO. This will be
order to save fuel when outside the and will ensure good liner condi- tightened to 0.1% from 2010.
sensitive areas. tions and minimise deposits in the Depending on the duration of
exhaust gasways. Piston top liner operating on new, lower fuel sul-
(OWæTOæCOMPLYæWITHæ4IERæææ scraper rings and tight tolerances phur content, it may be necessary
EMISSIONæREDUCTIONæMETHODS are further tools to minimise HC as to change the lube oil formulation.
The proposed Tier 2 requirements well as PM emissions. MAN B&W Diesel has provided
for NOx may differ between Similar to the tight control of guidelines for operation on low-
conventional, mechanically and the fuel injection process, a tight sulphur fuels and the change-over
electronically controlled engines
such as the MC/MC-C and ME/ME-C
engine types, due to the added Fig. 2: Lube oil feed rate
flexibility of adjusting an electronic
controlled engine. For several of
the operational ME engines, the !BSOLUTEæDOSAGESæGK7H
‘optimal emission mode’ if installed ".
with the engine ECS software may 
already comply with the up-coming
Regulation. Additionally, for the MC 

ess, different local governments
consider tightening the emission
regulation in their local areas
also for the large marine engines.
The US Environmental Protection
regulated on small engines and
discussed recently mainly in respect
to particle sizes, are very difficult to
handle with the heavy fuel oil used
in marine engines. A regulation
engine type, several cases of opti-

mising fuel nozzles have brought
the NOx characteristics to a much 
".
lower level than the present limit
and, together with a performance 

Agency (EPA) discussed a future Tier
2 Regulation for the large marine
engines (also called Category 3
engines) already in 2003/2004,
when EPA introduced the first (Tier
1) Regulation, corresponding to the
IMO Regulation, for the Category
3 engines in the EPA Code of Fed-
eral register (40CFR) – small marine
engines, large off-road engines
and locomotives (the Category 2
has been proposed by EPA, based
on the sulphur content in the fuel,
but this will require a more realistic
limit compared to the 4.5% sulphur
limit of today.
Other emission components,
like HC and CO, may be regulated
only to avoid increases compared
with today’s emissions levels when
NOx is further reduced. The main
dilemma is, however, how to handle
adjustment, the proposed Tier 2

limits can be accomplished. How-
ever, this is usually combined with 
a penalty in fuel consumption.
Figure 1 shows the flexibility of 
ΔNOx and ΔSFOC as a function of
æææ
the engine load for the ME-C and      
MC-C engine types. 3ULPHURæ
As a back-up for Tier 2 compli-
ance, MAN B&W Diesel has previ-
ously advised on the application
 
DIESELFACTS

procedures. Items such as fuel
viscosity, lube oil additives, liner
lacquering, and fuel pump clear-
ances are important when consider-
ing long-term engine operation.
On the international emissions
debate, certain countries, but espe-
cially oil companies, have been
discussing ‘banking and trading’
of emission quotas or points as
a way to comply with SOx and
CO2 emissions Regulation. Some
ship owners have been asked to
provide emissions data for both
local regulators and customers
on emission factors or emission
management accounts in the still
increasing debate on a sustainable
environment.
"EYONDæ)-/æ4IERæ
For future Tier 3 Regulation, MAN
B&W Diesel is working firmly on
maturing future reduction meth-
ods like SAM and EGR. Water-in-fuel
emulsion may well be the next Tier
Regulation, and SAM and EGR only
introduced at a later stage. At such
a time, a more pragmatic approach
to the emission accountability may
exist, and maybe also an introduc-
tion of coastal emission control
areas to better optimise the trade-
off between the different emission
components and fuel consumption.
The SCR option will only be used,
when special requirements exist,
due to complexity and cost. N

Fig. 3: HC emission Table 2: How to Comply with the IMO C3 Regulation

IMO Regulation Reduction method
(#æPPM
 Current IMO Regulation Fuel nozzle optimisation
NOx – 17 g/kWh

 Tier 1
SOx – 4.5% (1.5%) Sulphur Performance optimisation

1 Jan. 2000 to end Dec. 2009



10-15% NOx reduction (from Tier 1) Fuel nozzle optimisation


HC and CO must not increase Performance optimisation
Tier 2
 -ECHANICALæ,UBRICATOR PM & SOx by fuel Sulphur content Slide valves mandatory

 !LPHAæ,UBRICATOR From Jan. 2010 Fuel-water emulsion?

30% NOx reduction (from Tier 1) Fuel-water emulsion

 æ Tier 3
From Jan. 2015
    

%NGINEæLOADæ Tier 4 50%? NOx reduction (from Tier 1) SAM, EGR, SCR

,0'æASæAUXILIARYæFUEL
-AKINGæ@BOIL
OFFæGASæWORKæFORæYOU
In order to avoid discharge to the amount of liquid fuel controls stainless steel gas line components society were also completed at the expressed their satisfaction with
air or ‘burning-off’ of the surplus combustion and the high load certified according to EN10204 site. the process and results. In addition,
gas on their latest LPG-tankers, simply controls the firing pressure etc. After the prototype tests and very constructive cooperation
the owners requested to be able below the defined limits. The gas control unit plays a verification of adequate function- was maintained with the GenSet
‘to dispose’ of the gas by using it As the genset and gas equipment key role in the gas system which, ing of all components, operation licensee, STX, which enabled the
as additional fuel for one of the have to comply with the restric- besides controlling gas admission with seven different LPG types GenSet builder to make the timely
GenSets. tions of the IMO‘s IGC rules and to the engine, also ensures reliable was performed in order to check preparations needed for the modi-
with Bureau Veritas‘ requirements communication with the vessel‘s their ability to be burned in such fication process.
for dual-fuel plants, special safety monitoring & control system – to a system. Although some differ- The first system for field opera-
After an initial study, the MAN B&W measures were developed. The determine when the gas-mode may ences between performance of the tion will be installed in the Sum-
Diesel agreed to develop a special genset is equipped with safety be run. specific gas types were detected, all mer of this year. Although this
7L16/24 variant with the accom- valves with flame filters both on The newly designed systems seven types could be released for development has been dedicated
modations needed for admission charge-air and exhaust gas receiv- and components were extensively field operation. to fulfilling the specific project, the
of a limited amount of LPG into the ers, crankcase monitoring, a tur- tested and further optimised at the During the development proc- results achieved have already raised
charge-air and for reliable dual-fuel bocharger shut-off valve, inert gas Test Centre in Holeby. The approval ess, there was close contact with interest from other customers and
operation in a selected part-load connection to the crankcase and test for customer and classification the customer and the owners market segments. N
range.
The LPG supply to the GenSet
does so without disturbing the
basic engine design and thus main-
taining the benefits of the original
engine‘s reliable operation and
efficient combustion process.
The LPG substitutes approxi-
mately 20% of the normal liquid
fuel and the gas is mixed into
charge-air just after the cooler.
The advantage of choosing a low
LPG share is three-fold; firstly, it
keeps the gas-air mixture well
below explosion level. Secondly, it
ensures that only a small amount of
unburned LPG can pass into the air
when both inlet and exhaust valves
are open during the valve overlap
period. Finally, the lean mixture
also hinders knocking.
Operation in LPG-mode has been
designed to occur only in part-load
operation, i.e. between about 30
and 70% of MCR. The low load is
excluded in order to avoid pos-
sible instability when only a small

L
DIESEL
4IMEæ"ETWEENæ/VERHAULSæONæTHEæ!GENDAæ
4IMEæBETWEENæMAJORæOVERHAULSæOFææHOURSæORææYEARSæISæWITHINæREACH
The wish to extend the Time
Between Overhauls (TBO) has
been recognised by a gradual
improvement, as seen in ship
types such as VLCCs (see Table 1).
This has prompted investigation
into whether 32,000 hours (or
5 years) between overhauls are
realistic.
As the basis for the investigation,
the S90MC-C/ME-C engine series
was selected as a representative
for the newest generation of MC
engines. This engine series has been
designed and delivered with the
newest features available for the
MC/ME engines:
• OROS combustion chamber with
high topland piston
#YLINDERæLINERææONæ-ARIAæ!æ!NGELICOUSSISæAFTERææRUNNINGæHOURSæ
WITHæ!LPHAæ,UBRICATORæATææG"(0H
Table 1: S90MC-C/ME-C TBOs (hours)
Piston rings
Piston crown
Piston crown, rechroming
Exhaust valve, spindle and bottom piece
Fuel valve nozzle
Fuel valve spindle guide
Fuel pump
Fuel pressure booster
• Cylinder liner with optimised
liner wall temperature
• Alu-coated piston rings, Control-
led Pressure Relieve (CPR) top ring
• Alpha Lubricator in ACC mode
(0.19 g/bhph x S%)
• Exhaust valve: Nimonic spindles
and W-seat bottom piece
• Slide fuel valves.
Approximately 40 vessels with
6S90MC-C/ME-C engines have
been used to illustrate that TBOs
of 32,000 hours (or 5 years) is a
realistic option.
#ASEæææ
The M/T Kos and M/T Astro
Cygnus are also both equipped with
Old MC-C
12-16,000
12-16,000
24,000
16,000
8,000
8,000
16,000
- -
&IGææ.IMONICæSPINDLEæABOVEæLEFT æANDæ7
Hyundai-built 6S90MC-C engines.
In these engines, the pistons
have been pulled between 20,000-
21,000 hours and 22,000-24,000
hours, respectively. The pulling of
pistons on both these engines was
caused by ‘internal coking’ of the
pistons. The reason for this was fuel
oil contamination of the system oil.
Apart from this specific problem,
both engines have shown excellent
cylinder condition with low piston
ring wear rates; at about 21,000
hours the wear rates on the M/T
Kos’ top ring were under 1.0 mm.
#ASESæ
On the M/T Maria A. Angelicous-
sis (equipped with a Hyundai-
built 6S90MC-C engine), piston
overhauls have been carried out
successively from 8,000 hours
and upward. The piston ring wear
is extremely low.
#ASEæ
The engine onboard M/T Astro
Cygnus has been a ‘test vehicle’ for
cylinder oil consumption testing,
according to the so-called Alpha
ACC principle (ACC=Adaptive Cyl-
inder oil Control. As can be seen in
Fig. 1, this test has been extremely
successful and it indicates further
potential for reduction in the
cylinder oil consumption.
Below is a summary of the
cylinder condition based on all
observations on the S90MC-C/ME-
C engine:
1. Cylinder liner wear rates: 0.02-
0.07 mm/1,000 hours (see Fig. 2)
2. Piston ring wear rates: Predicted
lifetime: 50,000 hours (see Fig. 3)
New MC-C ME-C
16,000 24,000
16,000 24,000
24,000 24,000
16,000 16,000
8,000 8,000
16,000 16,000
32,000 - 32,000
48,000
3. Piston ring groove wear rates:
Predicted time between recondi-
tioning: 40,000 hours (Fig. 4).
#YLINDERæLINERææONæ-ARIAæ!æ!NGELICOUSSISæAFTERææRUNNINGæHOURSæ
The exhaust valve condition
also gives rise to optimism with
respect to the increase of TBOs.
Fig. 5 shows a bottom piece of the
W-seat design in combination with
a nimonic spindle on a K90MC
engine inspected after 36,400
hours without overhaul.
With respect to the fuel equip-
ment, 32,000 hours seem to be
realistic for the fuel pump itself.
The latest experience with the
fuel valves confirms overhaul
intervals of 8,000/16,000 hours,
at which point both the fuel nozzle
and the spindle guide should be
exchanged. This experience is based
on fuel valves of the slide valve
type equipped with nozzles of the
compound type.
Realistic potential
32,000
32,000
32,000
32,000
8,000
16,000
48,000
Based on service experience in
general, the conclusion is that the
time between major overhauls of
WITHæ!LPHAæ,UBRICATORæATææG"(0H
32,000 hours (or 5 years) is within
reach.
To increase margins further in
this respect, MAN B&W Diesel will
introduce the following design
improvements which are not
present on the 6S90MC-C engines
described in this section:
• Increased scuffing margin: modi-
fied piston ring package, Fig. 6
• Anti internal coking device: piston
cooling insert
• Ring groove wear reduction:
underside chrome plating on rings
1 and 2.
For tanker operators, these higher
TBOs mean that major overhauls
can be done in connection with
the scheduled dry dockings of the
vessels.
As a conclusion, MAN B&W Die-
sel support the wish to extend TBOs
further and, for certain ship types
(e.g. VLCCs), up to 32,000 hours
(or 5 years) between overhauls are
realistic. It should also be noted
that, for container carrier operators,
a conditioned-based philosophy is
a better guide for judging mainte-
nance intervals. N
Fig. 4: Piston grove 1 wear (2 mm from edg
SEATæABOVE æFROMæAæ+-#æAFTERææHOURSæWITHOUTæOVERHAUL

 
LFACTS

Fig. 1: Cylinder lube oil feed rate for S90MC-C on M/T Astro Cygnus Fig. 2: Maximum cylinder linerwear for 6S90MC-C

Fig. 3: Piston ring wear for S90MC-C (top ring)

ge) for S90MC-C Fig. 6: Updated piston ring package


DIESELFACTS
0ROPULSIONæPACKAGESæTOæPOWERæ!NCHORæ(ANDLERS
-!.æ"7æ$IESELæ&REDERIKSHAVNæAWARDEDæCONTRACTæTOæSUPPLYæEIGHTæ-!%23+æ!NCHORæ(ANDLERS
MAN B&W Diesel, Frederikshavn, twin-in/single-out plant with 7 and
Denmark attracts large prestigious 8 cyl L27/38 engines arranged in a
contract to supply complete twin- ‘father and son’ configuration with
screw twin-in/single-out medium Renk double gears.
speed propulsion packages for Further the MAN B&W Diesel
eight Anchor Handling Tug Supply package supply incorporates com-
Vessels (AHTS). plete 4 metre ducted CP Propellers
type VBS1080, complete shafting
and propeller nozzles type FD 4030
The newbuildings, which will be – together with the Alphatronic
built by Aker Yards AS, Norway, were 2000 Propulsion Control and
ordered by the A.P. Moller – Maersk Management System for engine
Group’s Maersk Supply Service. control room and forward and aft
The finalised vessels are expected bridge consoles. N
to be delivered from Norway (from
both Aker’s Brattvaag and Langsten
shipyards) with two month inter-
vals during 2008 and 2009. The
73m AHTS vessel design, designated
VS 472, is designed by the renowned Principal Particulars AHTS:
Norwegian group of ship design Length oa 73.2 m
consultants, Vik-Sandvik AS.
Length pp 64.2 m
This order, which follows a
number of recent large offshore Breadth 20.0 m
contracts, is a substantial order Depth 9.10 m
now with another 32 main engines Draught max 7.60 m
and strongly positions MAN B&W
Deadweight 3700 t
Diesel in the offshore support
vessel market sector. Speed (sea trial) 16 knots
The quadruple-engine propul- Accommodation 30 persons
sion packages are each based on
Design VS 472 (Vik-Sandvik)
a twin-screw, diesel-mechanical,
,æENGINEæBEINGæPREPAREDæFORæDELIVERY

(UDONGæBUILDælRSTæ#HINESEæ-%æENGINE
&IRSTæELECTRONICALLYæCONTROLLEDæ3-%
#æFROMæ(UDONGæ(EAVYæ-ACHINERYæ#Oæ,TD
The first Chinese-built ME engine
has now been delivered to the
owner by MAN B&W Diesel licen-
see Hudong Heavy Machinery
Co. Ltd.
Ole Grøne, Senior Vice President,
Sales & Marketing, MAN B&W Die-
sel A/S, “With this engine, Hudong
once again proves that they are
among the front-runners in the
business. It is only a year since they
and Dalian received orders for the
first 90-cm bore MC-engines in
China, and now Hudong are first in
China with the ME engines.”
The 8S60ME-C engine will be
installed in an 1,800 TEU container
ship, built for German owner MPC
Münchmeyer Petersen Marine.
Engine building capacity at
Hudong is now being complement-
ed with the starting-up of a new
facility in Lingang near Shanghai.
This set up will be completed in mid
2007. The additional capacity will
be about 2-3 million HP per year.
Hudong Heavy Machinery Co.
Ltd. has been a member of the
MAN B&W Diesel licensee family
for more than 25 years and, in that
time, has built more than 500 MC
engines, with a combined output of
over 5,500,000 kW.
The 60-cm bore ME engine is
one of the most popular sizes of
ME engines. To date, 40 MAN B&W
Diesel S60ME-C engines are either
in service or on order. N

Engine data:
Layout points L1 L2 L3 L4

Bore (mm) 600 600 600 600

Stroke (mm) 2400 2400 2400 2400

Speed (r/min) 105 105 79 79

MEP (bar) 20 16 20 16

Output (kW) 19040 15200 16080 12880

Specific Fuel Oil Consumption

170 163 170 163
(SFOC) (g/kWh)

Lubricating oil Consumption 5 - 6.5 (kg/cyl. 24 h)

Cylinder oil Consumption (g/kWh) 0.7 - 1.1 g/kWh

Length min. (mm) 9,728

Dry Mass (t*) 439

*The mass can vary by up to 10%, depending on the design and options chosen.

(UDONGæTECHNICIANæINSTALLINGæANæELECTRONICæCYLINDERæCONTROLæUNITæONæTHEæGROUND
BREAKINGæELECTRONICALLYæCONTROLLEDæ3-%
#æ

(OLEBYæ#/$!'æSYSTEMæINCREASESæEFlCIENCY
#/$!'æ#OMBINATIONæ/Fæ$IESELæ!NDæ'ASæTURBINE
Rising fuel prices often result in
a call for improved utilisation of
available resources. This can be
achieved by increasing the diesel
engine efficiency, which has also
been the focus of MAN B&W Diesel
for long time, bringing the figures
of well above 40%.
An additional approach to this
issue is the utilisation of the waste
thermal energy, specifically the
exhaust gas energy. MAN B&W
Diesel also offers solutions within
this field, e. g. turbo-compound-
systems or CODAG (Combination
Of Diesel And Gas turbine).
The latest ideas surrounding the
Thermal Efficiency Systems (TES),
as developed by MAN B&W Diesel,
have borne interest in major owners‘
organisations and first installations
of TES have been ordered and are
now being executed.
Despite the unchallenged supe-
riority of the TES in efficiency
of exhaust gas utilisation, some
customers seek less complex and
less expensive solutions and, there-
fore, there has been an increasing
number requests for the simpler
Holeby CODAG system.
Based on a specific customer
request, a study for possible devel-
opment and installation of a Holeby
CODAG system for an existing order
of vessels has been concluded and a
preliminary solution planned.
Figures 2 and 3 show the main
concepts of the Holeby CODAG sys-
tem, in which the surplus exhaust
gas from the main engine are
utilised to drive a power turbine.
This turbine is attached to a GenSet
shaft system and, thus, contributes
to driving the alternator. The end
result is a saving in costs for electri-
cal power production.
Fig. 2: Holeby CODAG system
#æææ-7æ
To boiler
Turbocharger
Exhaust gas
Scavenge air

DIESELFACTS
The specific, intended project Fig. 1: Relative fuel costs increase
consists of an MAN B&W Diesel
9L28/32H GenSet and a PTG23
Index August 2000 = 100 Basis US$
power turbine. The plant layout is
shown in Fig. 3.
For the same project, the obtain- 250
able fuel savings are estimated 380 cSt
as shown in Fig. 5. Even with the MDO
relatively small power turbine Crude Oil
selected for this project, the Holeby 200
CODAG system provides significant
potential for savings on the opera-
tional costs. 150
The projected solution allowed
preparation and presentation of
specific quotations for the yard,
both for the preparation of the 100
GenSets at STX as well as the final
Holeby CODAG assembly (matching
together with the main engine and
50
commissioning – which is to be
completed by MAN B&W Diesel). 2000 2001 2002 2003 2004 2005 2006
During the feasibility phase of
the Holeby CODAG project, there
has been an emerging interest from
other customers and additional Fig. 3: Holeby CODAG system
plants have been quoted.
The Holeby CODAG systems are
also to be seen as a further develop- Main engine
ment of the integrity of the ship‘s Exhaust gas line
systems and, specifically, integra-
tion between the main propulsion
and GenSets‘ systems. Thanks to the ICS line
MAN B&W Diesel Group‘s leading
expertise in the major subsystems
involved, i.e. the main engine,
GenSets, turbochargers, power
turbines and gearboxes, the team Auxiliary engine
developing the Holeby CODAG
systems can, together with its
Alternator
partners, provide the best solutions Gear
box
for this emerging market. N
Power
turbine
Saved fuel for maximum available CODAG power as a function of main engine power
-AINæENGINEæ,-%
(&/æSAVINGæPOTENTIALæ
'EN3ETæ,æ UPæTOææKGHæATææ-#2
0OWERæTURBINEæ04' 'EN3ETæ3&/#ææGK7H
Fig. 4: Estimated obtainable fuel savings
Saved fuel (kg/h)
SFOC increase = 0 g/kWh
Fresh
air 200
1.5 g/kWh
150
Charge
air
cooler
100
Power
turbine
50
12 000 14 000 16 000 18 000 20 000
Main engine power (kW)

DIESELFACTS
!æCLASSROOMæINæAæBOXæ4HEæ0ORTABLEæ-%æ3IMULATOR
-!.æ"7æ$IESELæBRINGSæSTATE
OF
THE
ARTæHANDS
ONæTRAININGæTOæTHEæCUSTOMERæ
In response to the increasing
popularity of the ME engine, there
is a need for more flexible train-
ing facilities to instruct engine
operators on the proper use and
the benefits of the ME engine.
The Research and Development
department of MAN B&W Diesel,
where the ME operating system is
developed, are responding to the
needs of the shipping industry
with the creation of the newest,
fully portable ME engine
simulator.

In contrast to the existing ME

simulator at MAN B&W Diesel’s
headquarters in Copenhagen, Den-
mark, the portable unit is contained
within a small ship’s console cabinet
and is mounted on wheels. This is a
fully transportable unit, which can
be moved to anywhere in the World
on a standard euro pallet.
From the outset, it was designed
to fit onto a standard euro-pallet
and roll through the width of a typi-
cal office door. It is, therefore, easily
transported to facilities throughout
the World. By using automatic
power converters the power supply
to the simulator can be from most
any power grid available in nearly
all countries.
The simulator frame can be
wholly or partically opened while
in operation. It can even remain
folded, depending on the space
available.
Being a physical ME operat-
ing system, it contains the same /NEæOFæTHEæ%LECTRONICæ$EVELOPMENTæ%NGINEERSæOPERATINGæTHEæPORTABLEæ-%æTRAININGæSIMULATORæDESIGNEDæBYæ-!.æ"7æ$IESEL

operational functionality as the

actual engine. The ME system is
designed for easy operation by
anyone familiar with the opera-
tion of one of MAN B&W Diesel’s
standard engines. If necessary, the
simulator can be retrofitted with
numerous components from an
ME control system, such as remote
control, FIVA valve, lubricators,
hydraulic controls etc.
Thirteen computers are con-
tained within the console cabinet,
including operating system, CoCoS,
interface and simulation comput-
ers. User interface to the operat-
ing system is through two touch
screens, a local operating panel and
a simulation switchboard. To save
display space, the CoCoS computer
interfaces to the same screen as
one of the Main Operating Panels.
All materials and design for the
operating system follow marine
standards.
For instruction and access
purposes, the back of the console
cabinet is mounted with a mov-
able hinged opening, on which are
mounted the engine-based operat-
ing system computers, the Multi
Purpose Controllers (MPCs). Within
the console cabinet are mounted
the Engine Control Room-based
MPCs, CoCoS computer and the
power supplies. Within the upper
cabinets are mounted the touch-
screens, touch-screen interface
computers, simulation MPCs and
instrumentation. On the side of
the console cabinet is mounted
the Local Operation Panel, which
can fold out for easier classroom
visualisation.
The first portable simulator is
located in Korea and the second
unit will be based in China. MAN
B&W Diesel’s ME training staff
are sure that these units will be
accepted positively by instruction
facilities throughout the Far East.
Mr Lennart Cronhamn, ME
Simulator Training Manager, “We
look forward to production of
at least two more units within
the year, which will be used for
extended training possibilities
around the world. The ME engine
is improving operational efficiency
and there is more functionality
available to the engine operator
while the engine is running. The
extended capabilities of the engine
operator require education, not in
the inherited intuative and basic
functionality of the engine, but
in the proper usage of the ME
interface which enable the engine
operators to make sure they get the
very best out of the ME engines.”
Training with the simulator
could, in addition to the ME operat-
ing system, include service training
with the electronics which are
mounted on the engine. The MPCs
can be exchanged with replacement
units in short time, just as on the
real engine.
Short courses in ME operation
can allow a person to operate the
engine. Complete training of an
engineer may take longer, depend-
ing on the in-depth coverage.
The initial design and construc-
tion phase took place during the
first half of 2006. By April, 2006,
all necessary documentation was
completed in time for its first
deployment in the Far East.
The first portable system is now
operational in various locations
throughout Korea and the second
system is soon to be delivered to a
sites in Shanghai, China, during the
Summer this year. Further units are
currently under construction and
are due for readiness from the early
Autumn onwards.
Similar units are now also under
construction by several partners
in Japan.
-INIMALæTRAININGæROOMæREQUIREMENTS
During the training, instructors
change between PowerPoint (slide)
presentations and Main Operating
Panel (MOP) views of the simulator.
This means that the simulator only
has to be placed in the training
room with projector and board
facilities.
Although the new ME-simulator
is fully transportable, the type of
surface it has to be moved over has
to be suitable for such a task, i.e.
reasonably smooth, enabling the
unit’s wheels to rotate safely.
#OMPACTæSIZE
The dimensions of the portable ME
simulator offer almost unlimited
flexibility, a width of only 70 cm,
length of 280 cm and height of 140
cm mean that it can be fitted into
the tightest of places with relative
ease. Even when folded, the width
is only 90 cm and the length is
reduced to 145 cm.
A low weight (520 Kg) means that
no machinery is normally needed
in order to move the unit around
most locations.
The Simulator is equipped with
a CE standard power plug for free
connections.
Power requirements: 110 - 230
Vac: 50 - 60 Hz (1 Phase, Zero and
Ground)
Consumption: (peak) 2000 W,
(running) 1000 W
4RAININGæROOMæREQUIREMENTS
Beyond above requirements for the
installation of the portable simula-
tor in the training room, the room
must also contain seats and tables
for students, a projector and board
for PowerPoint presentations and
an easily view of the Main Operat-
ing Panel (MOP) screen located on
the simulator. N

.EWæ%
COMMERCEæ3ERVICEæ/PPORTUNITIES
/N
LINEæSPAREæPARTæBUSINESSæFROMæ-!.æ$IESELæ0RIME3ERV
E-commerce is an important com-
plement to MAN B&W Diesel’s
spare part business as it provides
all partners in the relationship
with a way to improve communi-
cation. The possibility of handling
errors can be reduced, enabling
offices of ship owners and managers
with e-commerce ambitions.
In MAN B&W Diesel, e-com-
merce is about integrating business
processes and systems to optimise
the exchange of information, prod-
ucts, services and finance in order
DIESELFACTS
3AFEGUARDæINFORMATIONæSECURITY
The business between MAN
B&W Diesel and the customers is
to be considered as confidential.
Therefore, compromising business
integrity through careless handling
of potential sensitive data and
keep the cost of implementing,
operating, trouble shooting and
customer support for our E-com-
merce service at a minimum MAN
B&W Diesel has outsourced this to
our e-commerce partner ShipServ
whose core business it is.

If your company is a ShipServ
TradeNet member, you can integrate
your business processes and sys-
tems with those of MAN B&W Diesel
simply by adding our TradeNet ID
into your purchasing system.
MAN Diesel to provide a better
overall customer service.
MAN B&W Diesel was one of the
early pioneers in ship supply e-
commerce. In this time, valuable
experience has been gained and,
based on these experiences, MAN
B&W Diesel has formalised a cus-
tomer e-commerce service policy.
The purpose of the policy is
to ensure that the e-commerce
service MAN B&W Diesel provides
customers with an operationally
reliable, secure and cost-efficient
service which complies with all
COMMERCEæ'UIDELINES
necessary regulatory requirements.
Most importantly, the e-commerce
spare parts service has to create
real business benefits for all parties
involved.
MAN B&W Diesel’s E-commerce
Spare Part Service aims to meet a
set of criteria:
• Fulfil customer requirements
• Create business benefits
• Ensure operational reliability
• Safeguard information security
• Comply with regulatory
demands
• Generate operational
cost-efficiencies
• Built-in scalability.
&ULlLLINGæCUSTOMERæREQUIREMENTS
MAN B&W Diesel’s e-commerce
service is designed to meet the
variety of business practices and
differences in IT infrastructure
found throughout the World in the
to create real business benefits for
partners and MAN B&W Diesel.
An essential rule needed to
meet this criteria means that MAN
B&W Diesel does not support
e-commerce initiatives that require
additional work to prepare quotes
and order confirmations in format-
ted html forms and excel spread
sheets.
Buyers
Shipserv
Suppliers
Regardless of how MAN B&W
Diesel conducts business with our
partners, whether data is sent via
e-commerce, fax or other means,
the communication must be reli-
able. An untimely delivery caused
by a delayed or lost message is not
acceptable.
MAN B&W Diesel’s e-commerce
service guarantees a reliable
exchange of messages between the
sales order system of MAN Diesel
and the cusomters’ purchasing
systems.
information is not an option.
MAN B&W Diesel’s e-commerce
service provides a secure exchange
of information between the sales
order system and the customers’
purchasing system.
Comply with regulatory demands:
MAN B&W Diesel seeks to stay
ahead of current and coming regu-
lations by adhering to high process
Tradenet
quality, control and organisational
standards. New regulations like
the Sarbanes-Oxley Act of 2002 in
the United States, which required
tighter regulation over companies’
management financial reporting,
have had a profound effect on
companies and how business is
done. These new stardards also had
an effect in the maritime industry.
E-commerce is an important
element in MAN B&W Diesel’s
service offering but it is not MAN
B&W Diesel’s core business. To
E-commerce investments are not
only about the cost of technology.
It is also about the cost of aligning
business processes and information
flows with our customers.
Good e-commerce practice
requires a reliable and secure
transfer of information that fully
intregrates with your business pro-
cesses and systems. MAN B&W
Diesel has created a system which
permits partners to select the best
solution for any given case.
For the same reason, MAN B&W
Diesel’s E-Commerce Service is
based on the MTML (Marine Trad-
ing Mark-up Language) standard.
"USINESSæPROCESSæANDæSYSTEMæ
INTEGRATIONæSERVICES
MAN B&W Diesel operates standard
integrations to most of the com-
monly used planned maintenance/
purchasing systems in the shipping
industry.
If your company uses an appli-
cable version of one of these sys-
tems, we can establish integration
between your purchasing system
and our sales order system in a very
cost efficient way.
Ask us about availability and
price for integrating with your busi-
ness processes and your purchasing
system.
If your company is not using
one of the systems to which we
offer standard integrations, we
may still be able to offer a cost
efficient solution. This will most
likely require some allocation of IT
staff and other resources in your
organisation to work with our
e-commerce partner.
Ask us about availability and
price for integrating with your busi-
ness processes and your purchasing
system.
)MPLEMENTATIONæOPERATIONæAND
SUPPORT
All implementation, operation
and support related to MAN B&W
Diesel’s E-Commerce Service are
carried out by the 24/7 service
organisation of our e-commerce
partner ShipServ.
Depending on the type of solu-
tion and project scope, you should
plan to allocate internal resources
to the implementation project
considering milestones, education
of staff, roles and responsibilities.
-!.æ"7æ$IESELæ
%
Typically, the process goes through
the following phases with our
customers before we enable a joint
E-commerce project. This process
normally takes 1-4 weeks.
The first step is an exploration
of the mutual benefits of E-com-
merce in the context of our current
business relationship. This means
assessing customer requirements
and select or define the appropriate
MAN B&W Diesel E-commerce
service(s).
An outline is then created which
details a high-level implementation
plan, including milestones, roles
and responsibilities.
Finally, a formal E-commerce ser-
vices pack, with all implementation
terms and conditions is mutually
agreed.
To explore opportunities for
integrating your business processes
and systems with those of MAN
B&W Diesel, please contact us. N

7ARMæ&UTUREæFORæ)CEæ#LASSæ6ESSELS
%NGINEERINGæSPECIALISTæICE
GOINGæTRANSPORTATION
Many of the new oil fields and
mines discovered and developed in
recent years are situated in regions
with tough weather conditions
prevailing during the winter,
leading to an increasing demand
for cargo transport vessels that can
operate in open waters and light
ice conditions. MAN B&W Diesel
already have references from ves-
sels equipped with two-stroke low
speed diesel main engines, directly
coupled to the propeller, which
have been operating in even very
heavy ice with fully satisfactory
results.
Some innovations in connection
with MAN B&W Diesel two-stroke
low speed engines, such as the
electronically controlled ME engine
and the Alpha Lubricator are ide-
ally suited for ships with a much
varying load profile, such as vessels
operating in ice for only parts of
the year.
%NGINEæLAYOUTæFORæICE
GOINGæSHIPS engine with extended heavy run-
Operation of a ship in ice requires
the installation of a robust propul-
sion system being able to cope
with the propeller load scenarios
expected.
The following propulsion sys-
tems using a two-stroke main
engine (M/E) can be envisaged:
• A traditional single engine system
with the engine being coupled
directly to a fixed pitch propeller
• A single engine system with the
engine being coupled directly
to a controllable pitch propeller.
System 1 (one M/E and one FPP) will
typically be selected for moderate
ice class and if the owner has
preference for the simple FPP
propeller, whereas system 2 (one
M/E and one CPP) may be used for
both moderate ice class as well as
more rigid ice classes.
If system 1 (one M/E and one FPP)
is preferred, some consideration
should be made as to the propeller
light running margin used. A light
running margin of some 3-5 % is
normally used for large ships with
Fig. 1: Extended load diagram
Line 1: Propeller curve through
optimising/matching point (O) –
layout curve for engine
Line 2: Heavy propeller curve –
fouled hull and heavy seas
Line 3: Speed limit
Line 3*: Extended speed limit, provided
torsional vibration conditions permit
Line 4: Torque/speed limit
Line 5: Mean effective pressure limit
Line 6: Increased light running propeller
curve – clean hull and calm weather
– layout curve for propeller
Line 7: Power limit for continuous running
traditional propulsion systems
incorporating a single two-stroke
low speed engine and a fixed pitch
propeller. However, particularly for
an ice-going vessel, one of the chal-
lenges is the increased thrust and,
thereby, torque that the engine will
be subjected to during navigation
through ice or ice channels. In order
to increase the margin of the engine
towards reaching the torque/speed
limitation line of the engine’s
load diagram, it can be chosen to
increase the light running margin
used for the propeller design. Fig. 1
shows an example of how to obtain
a larger light-running margin by
speed derating of the engine.
Alternatively, special matching
of the turbochargers can be used
in combination with the arctic
exhaust gas bypass enabling the
use of a turbocharger layout giving
a better engine performance in the
torque rich area, thus enabling the
use of an increased margin towards
overload of the engine.
Fig. 2 shows the effects on an
The ice class rules most often
ning capability. Without this, the
vessel would have experienced
problems when sailing in thick ice.
When system 2 (one M/E and one
CPP) is used, the propeller pitch can
be controlled to avoid overloading
of the main engine, and this system
can be used both for moderate ice
classes as well as for very rigid ice
classes.
MAN B&W Diesel has orders
for dedicated ice breaking ves-
sels including vessels employing
ice ramming operation in their
normal working pattern using a
propulsion system consisting of
one electronically controlled ME
engine and one ducted controllable
pitch propeller.
Ice ramming operation is defi-
nitely possible using the two-stroke
engine as the prime mover, even
though the ship propelled by a
low speed engine will normally
exceed the cycle time for a similar
ship with medium speed engines,
because of the higher inertia in
the turbo charging system of the
constant pressure supercharged
low speed engine.
There is, however, a potential
Engine shaft power, % A
110 A 100% reference point
M Specified engine MCR
100 O Optimising/matching point
90
80 Heavy running
operation
70
60
4 One of the important modifications
50
2 carrier will have a 6S50MC-C/ME-
40
60 70
DIESELFACTS
for reducing this difference using
special control algorithms in the
control system of the electronically
controlled ME engine.
As long as the extent of the
ice ramming operation is in a
favourable proportion to the total
operational time of the vessel,
which will be the case for most
commercial ships, there is no doubt
that a simple propulsion system
consisting of a single low speed two-
stroke engine directly coupled to a
ducted controllable pitch propeller
will prove to be an extremely reli-
able and cost-efficient propulsion
system.
!VERAGEæTANKERSæWITHæ
Umaik I (Fednav, Canada), a 31,500 dwt bulk carrier
ICEæCLASSæNOTATION
Depending on the ice class rules
and specific ice classes required
for a ship, the minimum ice class
required propulsion power demand
may be higher or lower than the
above-mentioned SMCR power
used for an average tanker without
ice class notation.
used and referred to for navigation
in ice are the ‘Finnish-Swedish Ice
Class Rules’.
Based on the above-described
tankers, the minimum power
demand of the ice classed ships
class 1A Super, 1A, 1B and 1C, have
been estimated for all the tanker
classes and drawn in in Fig. 3. In
general, the lowest ice class 1C can,
power-wise, always be met.
However, the strongest classes,
1A Super and 1A, will require a
higher propulsion power than the
normally needed average SMCR
power for tankers without ice class
notation. On the other hand, for 7S70ME with extended heavy running capability
small and handy-size tankers (less
than 30,000 dwt), the normal SMCR rules. In this case, reference will This change, along with the fact
power can in fact normally meet normally be made to the vessel’s that the engine will run under some
the ice class 1A minimum power ability to keep a speed of five knots unusual ambient and running
demand. through a channel in the ice with conditions, imposes some chal-
It should be noted that if tests the characteristics of the channels lenges when designing the parts of
are carried out in dedicated towing governed by the level of ice class the main engine.
tanks with model ice, the result may chosen. This calls for high part load One of the challenges is that,
show that it can be acceptable to efficiency of the main engine. Fig. most of time, the ship will sail under
install a lower main engine power 4 shows the effect of using the part normal open water conditions,
than indicated when applying load matched ME engine. which means that the load of the
the general calculation rules for main engine will be very low. Under
minimum main engine power given !Næ!PPLICATIONæ%XAMPLE normal conditions the main engine
by the Finnish-Swedish Ice Class The latest in bulk carriers with ice will run only at 36% of SMCR.
breaking capabilities can be seen in This is one of the main reasons
the newbuilding Umiak I from USC for using the electronically control-
Maizuru shipyard built for Fednav led engine, as it will run more
in Canada. The ship is a 31,500 dwt effectively at low load.
bulk carrier, which is destined for To be able to have the engine
L1 carrying Nickel concentrate from running under heavy ice condi-
Voisey’s Bay Nickel Company’s mine tions, some modifications to the
A=M
5% in Labrador, Canada. main engine has to be made. Some
5 7 The ship is designed to comply of the modifications are made
with DNV ICE-15, which means the because of the ambient conditions
O
L3 ship will be able to sail unsupported that the engine will run under, and
through 1.5 metre thick ice. This is others are made because of the
Normal an ability necessary for sailing to special ramming modes the engine
L2
operation Labrador in winter time. will experience.
For the ship to be able to sail The engine is equipped with a
through 1.5 metre thick ice, the ship standard load-dependent low ambi-
has been modified in many ways. ent air temperature bypass system
before the turbochargers to limit
L4
is the main propulsion system. the scavenge air pressure at the very
1 6 3 3*
Where a normal 31,500 dwt bulk cold ambient conditions the ship will
sail under. When air becomes colder,
C main engine for propulsion, the density will rise, which, without
delivering 9,480 kW at 127 r/min, modifications, would lead to a too
the ICE-15 classed bulk carrier from high compression and maximum
80 90 100 110
Fednav is equipped with a Hitachi firing pressure in the cylinders.
Engine speed, % A built 7S70ME-C, delivering 21,770
kW at 91 r/min. Continued on page 15 >>
 
DIESELFACTS

Fig. 2: Engine with extended heavy running capability Fig. 3: Power demand for Finnish/Swedish Ice-classed vessels

(kW) 7S60MC-C, Mark 8, HHI hull No. 1621-2 MCR: 16,660 kW @ 105 (r/min)

18,000 SMCR
(kW)
40,000
1A

Suezmax
16,000 Super

AFRAmax
35,000

14,000
Case 1 2006-03-15 30,000
Medium ice 9 knots 1A

Panamax
12,000
25,000

Handymax
Case 2 2006-03-15 Thick ice 2.5 knots
10,000 1B

Handysize
20,000
1A Normal
Super SMCR
n
8,000 15,000
15.0 k

Small
Normal torque limitation 1A 1C
n
Extended torque limitaiton 15.0 k
10,000 n
6,000 0k
with exhaust by-pass 15. 1B
system 1C
5,000
4,000

50,000 100,000 150,000

2,000
Weight (dwt)

20 30 40 50 60 70 80 90 100 110 120

(r/min)

Fig. 4: Influence on SFOC

The exhaust gas bypass is con-
trolled in such a way that it will
open and lead some of the exhaust
gasses around the turbochargers,
keeping the scavenge air pressure
of the main engine at the same level
as for ISO conditions. The bypass
control system is incorporated in
the Engine Control System of the
electronically controlled main
engine, and the signal for the
torque of the main engine is taken
from the existing control system.
The main special feature of ships
classified for ICE-15 is the capability
of ice ramming. In short, the ram-
ming procedure consists of sailing
with a specified speed through the
ice, until the ship is stopped by
the resistance of the ice. The ship
is sailed astern to come free of the
packed ice, and then is sailed full
ahead into the ice, to break through
the ice until the ships stops again
by the resistance of the ice. This
procedure is used for thick ice and
ice ridges, which puts some very
unusual demands on the main
engine.
For the ship to be able to sail
ahead and astern within a short
time cycle, the ship is equipped
with a controllable pitch propeller
(CPP). With this it is avoided to
reverse the main engine, which
can be a time consuming task. The
CPP is furthermore enclosed in a
nozzle, both for protection of the
propeller against blocks of ice and
on the turbochargers and auxiliary
blowers. Because the load will come
below 25% SMCR every time the
sailing direction of the ship is
changed the auxiliary blowers will
have to start up and make sure that
there is a sufficient pressure on the
scavenge air. The auxiliary blowers
are therefore designed to cope with
up to 20 starts per hour.
The exhaust gas bypass is also
working differently under ice
ramming procedure. Normally,
the exhaust gas bypass will open
under very cold ambient conditions
to avoid too high pressures in
the engine. Under full ahead for
ramming the ice, the exhaust gas
bypass will remain closed until
the scavenge air pressure for ISO
condition is reached. The exhaust
gas bypass will then gradually open
to keep the maximum allowable
scavenge air pressure. This is done
to maximise the transient for
loading the main engine.
When ramming the ice with
some speed, the load of the main
engine will increase rapidly. This
will make the engine decrease in
rotational speed. To make sure that
the engine will not stop, the CPP
will be controlled so that the load
of the main engine is decreased
sufficiently. To make sure that the
change of angle on the propeller
and the rotational speed of the
main engine will be optimum,
MAN B&W Diesel has simulated the
better distribution of the bearing
load, so that an increase of the SFOC +/-5%
maximum load has been avoided g/kWh
compared to the standard thrust 174
bearing configuration.
Fig. 5 shows the crash-astern 172
procedure for 100% ahead to 100%
astern. The ship described above 170
went on sea trial on 21 March Option 1
2006, where some of the features 168
Option 2
to be used for the ice ramming
procedure were tested. The blue 166
line represents the pitch of the CPP, Option 3 ME-C (100%)
which to begin with is set for 100% 164
ahead. The setting of the CPP for
100% astern begins at zero seconds, 162 ME-C (85%)
and the CPP is fully set for 100%
astern after 33 seconds. When the 160
load on the propeller decreases,
Matching point at 85 %SMCR
the fuel index of the main engine
158
decreases, so as to prevent the main CSR
engine from overrunning. The fuel 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105
index is the black line. Engine shaft power %SMCR
When the pitch of the propeller
reaches negative pitch, and the
loading of the propeller increases
again, it can be seen that the bypass
closes, so the turbocharger receives Fig. 5: Crash-astern procedure
maximum exhaust gas. After 58
seconds, the bypass is opened
again as the scavenge air pressure
has reached ISO conditions. The 100 % Ahead to 100 % Astern, Ch. 4: Index (%)
103/104 ECS overspeed protection.
full operation of changing from Ch. 5: R/min
full ahead to full astern is reached Ch. 6: Pitch (%)
in 70 seconds, where the bypass Ch. 7: By-pass (%)
has opened to the same level as Ch. 13: Pscav
before the change in the direction Ch. 14: T/C r/min
Volt
of thrust.æN
1.0

for extra thrust. ramming situation. 0.9

Because the ship occasionally
is used for ramming ice, the load
of the main engine will cycle
up and down. The engine will
be highly loaded when breaking
the ice, and low loaded through
the pitch reversal periods for the
This ice ramming also poses 0.8
some other stresses on the pro- 0.7
pulsion system, as the dynamic 0.6
loading will be different from
0.5
normal propulsion mode. The
0.4
main thrust bearing on the main
engine will have to handle these 0.3

propeller. The engine will also be dynamic loadings, which has led to 0.2

highly loaded when the ship is a modification in the main thrust 0.1
sailed astern and once again sailing bearing. The main aft support has 0.0
ahead to ram the ice. been increased, and the crankshaft 0 10 20 30 40 50 60 70 80 90 99
The procedure for ramming the thrust cam has been modified Time (s)
ice can occur up to 10 times per compared to the normal 7S70ME-C.
hour, which will set extra demand These modifications have led to a

$IESEL(OUSEæOPENEDæBYæTHEæ$ANISHæ#ROWNæ0RINCE
#OPENHAGENæSEESæNEWæTECHNICALæATTRACTIONæBYæ-!.æ"7æ$IESEL
His Royal Highness, Crown Prince
Frederik of Denmark, officially
opened MAN B&W Diesel’s new
attraction, DieselHouse. This
technical and cultural experience
centre is dedicated to diesel engine
technology, from the very first,
single cylinder engines throught
to the latest applied, electronic
developments.
The opening ceremony was a huge
success, as witnessed by Flem-
ming Hansen, Danish Minister for
Tranport and Energy, as well as top
representatives from MAN B&W
Diesel’s family of licensees.
DieselHouse is situated on
the site of the H.C. Ørsted power
plant, near the centre of modern
Copenhagen.
The building is the original
house to the long-standing B&W
diesel engine which was used as late
as 2003 to start up the East Danish
power grid after a major collapse.
This engine was commissioned in
DIESELFACTS
the engine deck, where the theme
is ‘From steam to diesel’. Here,
visitors will see a display of B&W’s
first engine from 1904 and Holeby
Diesel’s first engine from 1910.
The significance of diesel power
in all types of shipping and in
the electrification of Denmark is
highlighted on the first floor, where
visitors are shown how ‘Diesel
drives the World’.
The second floor shows indus-
trial development in Denmark,
illustrated through the history
of B&W, which, to many Danes, is
synonymous with the industrial
revolution and shopfloor workers’
history.
‘Innovation’ is the theme of the
section on the third floor. Displays
of everything, from basic principles
of the diesel engine to the most
advanced methods of development
and calculation, are ment to act
as an inspiration to children and
students to learn about the diesel
engine and, hopefully, choose a
career path that will allow them to
(ISæ2OYALæ(IGHNESSæ#ROWNæ0RINCEæ&REDERIKæOFæ$ENMARKæCENTER æOFlCIALLYæOPENSæ-!.æ"7æ$IESELSæNEWæATTRACTIONæ$IESEL(OUSEæ4HEæ#ROWNæ0RINCEæ
1932 and was the World’s largest take the next step foreward in the ISæACCOMPANIEDæBYæ$Ræ0ETERæ3UNNæ0EDERSENæ%XECUTIVEæ6ICEæ0RESIDENTæ-!.æ"7æ$IESELæRIGHT æANDæTHEæ$ANISHæ-INISTERæOFæ4RANSPORTæANDæ%NERGYæ
diesel engine for 30 years. The diesel engine development. N -Ræ&LEMMINGæ(ANSENæLEFT
engine will be started up once a
month during DieselHouse’s open-
ing hours so visitors can experience
the sound and feel the immense
power generated by this historic,
supercharged, double-acting diesel
engine.
Although this huge engine is
the centrepiece of the DieselHouse
exhibition centre, DieselHouse also
houses everything from the most
modern interactive exhibitions
to an extensive collection of ship
and engine models that date from
the era of the B&W shipyard and
engineering works.
DieselHouse has three exhibition
floors, each with its own theme.
From the entrance area, on the
ground floor, visitors are led to

MAN B&W Diesel A/S MAN B&W Diesel AG MAN B&W Diesel Ltd. Publisher For further information

Teglholmsgade 41 Stadtbachstrasse 1 Bramhall Moor Lane Peter Dan Petersen PR & Information Dept.
DK-2450 Copenhagen SV D-86224 Augsburg Stockport MAN B&W Diesel A/S MAN B&W Diesel A/S
Denmark Germany SK7 5AQ Copenhagen Copenhagen
United Kingdom Denmark Denmark

Tel.: (+45) 33 85 11 00 Tel.: (+49) 821 32 20 Tel.: (+44) 161 483 1000 Copyright owned by Tel.: (+45) 33 85 11 00
Fax.: (+45) 33 85 10 30 Fax.: (+49) 821 3 22 33 82 Fax.: (+44) 161 487 1465 MAN B&W Diesel E-mail: dieselfacts@dk.manbw.com
except where mentioned www.manbw.com