1/2013 A Technical Customer Magazine of MAN Diesel & Turbo

Colossus to Stride the

Seven Seas
Worlds largest windfarm
installation vessel
> Page 4
US Oil Major Places Ultra-
Efcient Order
Chevron Corporation
orders G-type with EGR
> Pages 5
Investigation of
Ice Classed Ships
New technical two-
stroke paper
> Pages 6-7
Order Book Reects
Growing Interest
Unprecedented high
efciency G-type
> Page 8
Exhaust Gas Recirculation technique
makes marine diesel engine IMO Tier
III NO
X
-compliant.
MAN Diesel & Turbo, together with
HHI-EMD, the engine and machin-
ery division of Hyundai Heavy In-
dustries, has presented the rst
IMO Tier III-compliant diesel en-
gine utilising EGR (Exhaust Gas
Recirculation). The presentation of
the engine took place at HHI-EMD
production facilities in Ulsan, South
Korea on 9 October 2012 when a
group, representing shipyard and
shipowners, was invited to an infor-
mal presentation of the new engine
type an MAN B&W 6S80ME-C9
with integrated EGR.
The EGR system represents a
milestone in Tier III development
that enables the engine to meet
IMO Tier III NO
X
regulations, which
will be introduced in ECAs (Emis-
sion Controlled Areas) from 2016.
The new development means
that this strict emissions limit can
be met without signicantly com-
promising engine performance. In
this respect, MAN Diesel & Turbos
Sren H. Jensen, Vice President
and Head of Research & Devel-
opment, Marine Low Speed, said:
Testing achieved a low penalty,
equivalent to 1-3 g/kWh, which is
even better than our most optimis-
tic expectations.
The EGR system was designed,
produced and assembled in close
cooperation with HHI-EMD, Alfa
Laval, Siemens, GEA and Vestas
Aircoil. This close cooperation has
ultimately resulted in a reliable pro-
totype engine conguration...
Continued on page 2
MAN Diesel & Turbo
Engine Clinches World
Emissions First
Just days after MAN Diesel & Turbo
announced the rst order for its low-
speed, dual-fuel ME-GI engine, prom-
inent shipping company Teekay also
placed an order, bringing the number
of conrmed engines up to six, plus
options.
American shipping company,
TOTE, signed a contract with its
compatriot shipyard NASSCO in
San Diego for the construction of
two new state-of-the-art container
ships with an option for three more
vessels for primarily domestic serv-
ices. The vessels will each be pow-
ered by an 8L70ME-GI dual-fuel
gas-powered engine.
The two 3,100 TEU vessels will be
the most environmentally friendly
container ships in the world, pow-
ered primarily by liqueed natural
gas (LNG), and will operate be-
tween Florida and Puerto Rico. The
ships will be built at the NASSCO
shipyard in San Diego and will be
designed by Korean DSEC, part of
Daewoo Shipbuilding & Marine En-
gineering (DSME). Construction for
the rst containership is scheduled
to begin in the rst quarter of 2014,
with delivery to occur by the fourth
quarter of 2015; the second ship
will be delivered in the rst quarter
of 2016.
Teekay
Teekay LNG Partners L.P., an off-
shoot of Teekay, the international
shipping group, has placed an or-
der for two LNG carriers powered
by 2 2 5G70ME-GI engines, in-
cluding an option for three fur-
ther ships. The propulsion solution
Teekay has chosen is the most fu-
el-efcient, low-emission method
available on the market.
Peter Eversen, Chief Executive
Ofcer of Teekay GP LLC said:
The newbuildings will be con-
structed with M-type, Electronical-
ly Controlled, Gas Injection (ME-GI)
twin engines, which are expected
to be signicantly more fuel-ef-
cient and have lower emission lev-
els than other engines currently be-
ing utilized in LNG shipping.
He continued: MANs ME-GI
engine is highly suited to the LNG
carrier market and is recognized as
the most fuel-efcient gas-burning
engine on the market. We are con-
dent that the quality and fuel-ef-
ciency of these engines will be...
Continued on page 3
ME-GI Orders Kickstart
New Era of Propulsion
Prominent Teekay also chooses fuel exibility
Worlds Greatest
Visits Copenhagen
/Page 4
PAGE 2 DIESELFACTS 1/2013
Continued from front page
...that MAN Diesel & Turbo states
will form the basis for its future low-
speed diesel programme.
Sren H. Jensen further stat-
ed: As a promising spin-off ben-
et, the engine can also run in a
fuel-optimised Tier II mode that fa-
cilitates an approximate 4 g/kWh
fuel-oil consumption reduction at
part load. As such, MAN Diesel &
Turbo reports that this makes the
engine even more efcient than
todays high-efciency Tier II en-
gines during transoceanic opera-
tion. This favourable result was ac-
complished through a combination
of sequential turbocharging, turbo-
charger cut-out and low EGR rates.
The engine will be installed in a
Maersk Line C-class container
vessel, currently under construc-
tion at Hyundais shipyard. The
ship is due for delivery in the rst
quarter of 2013 and is bound for
service between South East Asia
and West Africa. The A.P. Moller
Maersk Group and MAN Diesel &
Turbo have agreed to operate the
engine 20% of the time in IMO Tier
III mode, and to otherwise favour
the fuel-optimised Tier II mode with
low EGR rate. MAN Diesel & Turbo
intends to follow the engines per-
formance closely over the next
three years in order to gain service
experience and further increase
the EGR systems reliability for fu-
ture engines.
The MAN B&W 6S80ME-C9 engine with integrated EGR pictured at Hyundai Diagram of the Exhaust Gas Recirculation system
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World Emissions First
2
3
1
4
5
6
7
1 EGR inlet pipe & pre-scrubber (not seen)
2 Distribution chamber
3 EGR cooler
4 EGR blower
5 EGR scrubber
6 Water Mist Catcher
7 EGR mixing
PAGE 3 DIESELFACTS 1/2013
ME-GI Orders Kickstart New Era of Propulsion
Continued from front page
...very attractive to our customers.
Furthermore, the Teekay engines
are based on the new ultra-long-
stroke G-type concept to deliver
an even higher overall propulsion
plant efciency. Previously, the G-
type engine has gained the fastest
market acceptance of any engine
in the MAN B&W portfolio.
The ships will be constructed
by Daewoo Shipbuilding & Marine
Engineering CO., LTD., (DSME) of
South Korea. Teekay LNG Partners
L.P. intends to secure long-term
contract employment for both of
the two 173,400 cubic metre LNG
carriers prior to their delivery in the
rst half of 2016.
Ole Grne, Senior Vice President
Low Speed Sales and Promotions,
MAN Diesel & Turbo, said: Our
experience with two-stroke, dual-
fuel engines stretches back to the
1990s. With the current develop-
ments in fuel prices and multiple
customer requests for a solution,
the momentum towards the de-
velopment of a commercial, low-
speed dual-fuel engine became
unstoppable. We see these orders
as a natural culmination, and see
the ME-GI as the beginning of a
signicant new era.
Hyundai
The new orders have been placed
since Hyundai revealed the rst,
commercial MAN B&W ME-GI en-
gine at a large customer event in
Korea on 9 November 2012. The
ME-GI is a gas-injection, dual-fu-
el, low-speed diesel engine that,
when acting as main propulsion in
LNG carriers or any other type of
merchant marine vessel, can burn
gas or fuel-oil at any ratio, depend-
ing on the energy source available
on board and the relative cost of
combustibles as well as owner
preference.
The ME-GI type was successful-
ly demonstrated at the ceremony
in Korea, culminating in it achiev-
ing 100% load when powered by
gas with a minimal amount of pilot
oil for ignition. The engine subse-
quently passed its Type Approval
Test at the end of November.
The ME-GI engine
Originally unveiled at a major event
at MAN Diesel & Turbos Copenha-
gen Diesel Research Centre in May
2011, the ME-GI engine represents
the culmination of many years
work that began in the 1990s with
the companys prototype MC-GI
dual-fuel engine that entered serv-
ice at a power plant in Chiba, near
Tokyo, Japan in 1994.
Depending on relative price and
availability, as well as environmen-
tal considerations, the ME-GI en-
gine gives shipowners and opera-
tors the option of using either HFO
or gas predominantly natural gas
but also, eventually, LPG.
MAN Diesel & Turbo sees signi-
cant opportunities arising for gas-
fuelled tonnage as fuel prices rise
and modern exhaust-emission
limits tighten. Indeed, previous re-
search indicates that the ME-GI
engine delivers signicant reduc-
tions in CO
2
, NO
X
and SOX emis-
sions. Furthermore, the ME-GI en-
gine has no methane slip, and is
therefore a very environmentally
friendly technology.
MAN Diesel & Turbo predicts a
broad, potential market for its ME-
GI engine, extending from LNG and
LPG carriers to other oceangoing
vessel segments such as contain-
er ships as well as ships that ply
a xed trade. As such, the ME-GI
engine represents a highly efcient,
exible, propulsion-plant solution
that is retrottable for all existing
ME engines.
About TOTE
TOTE Inc. is one of the United
States leading marine transporta-
tion companies. TOTE Inc.s mari-
time subsidiaries include the well-
known TOTE Shipholdings Inc.,
Totem Ocean Trailer Express and
Sea Star Line, which provide regu-
lar marine transportation for gen-
eral cargo between the continen-
tal United States and Alaska and
Puerto Rico. TOTE Inc. is a whol-
ly-owned subsidiary of Saltchuk
Resources, Inc., a family owned,
Seattle, Washington-based hold-
ing company of freight transpor-
tation and petroleum distribution
companies.
About NASSCO
Part of the General Dynamics Cor-
poration the US aerospace and
defense company NASSCO has
designed and built ships in San Di-
egos industrial corridor since 1960
and has locations on both the U.S.
west and east coasts. The compa-
ny specialises in the design, con-
struction and repair of auxiliary and
support ships for the U.S. Navy, as
well as oil tankers and dry cargo
carriers for commercial markets.
About Teekay
Teekay LNG Partners L.P. is a pub-
licly-traded master limited partner-
ship formed by Teekay Corpora-
tion, one of the worlds largest
shipping companies, as part of its
strategy to expand its operations in
the LNG and LPG shipping sec-
tors. It provides LNG, LPG and
crude oil marine transportation
services primarily under long-term,
xed-rate charter contracts with
major energy and utility companies
through its eet of 27 LNG carriers,
ve LPG/Multigas carriers and 11
conventional tankers.
Rendering of new TOTE ship (Source: General Dynamics NASSCO)
MAN Diesel & Turbo has won the
contract to supply the engines for
two Greek LNG carriers (LNGCs). The
installation of the MAN 51/60DF dual-
fuel engines aboard the newbuildings
represents an important rst such
reference in this segment.
The new order covers 2
9L51/60DF + 2 8L51/60DF en-
gines, a total of 34 MW installed
power per vessel. Each engine
is IMO Tier II-compliant in die-
sel mode with lower exhaust-gas
emissions in gas mode than IMO
Tier III stipulates fuel-sharing
mode will be applied to each unit.
Greek customer
The customer is Athens-based Al-
pha Tankers and Freighters Inter-
national Ltd. Both newbuildings
will be 160,000 m carriers and are
DFDE (dual-fuel diesel electrical)-
driven. An option for further ves-
sels and engines exists.
Due for construction at STX Off-
shore & Shipping Co. Ltd. in South
Korea, MAN Diesel & Turbo reports
that engine delivery for both ves-
sels is due in the fourth quarter of
2013 with vessel delivery to follow
in 2014 and 2015. The engines will
be built at MAN Diesel & Turbos
Augsburg plant in Germany.
Fuel-sharing mode
The order is the rst LNGC new-
building globally with fuel-sharing
capability. The companys LNG
sales team, based in Augsburg,
Germany, has promoted this spe-
cial feature since 2009 with a spe-
cial focus on LNG carrier applica-
tions. To optimise the carriers fuel
exibility in fuel-sharing mode, the
dual-fuel engines are capable of
burning both gaseous and liquid
fuels simultaneously. This will prove
especially benecial during ballast
voyages where the volume of gen-
erated, natural boil-off gas is sig-
nicantly lower than on a laden
voyage.
Greek Shipowner Sees the Advantage
of Employing Fuel-Sharing Mode
LNG carriers employing 51/60DF engines are rst reference in important segment
PAGE 4 DIESELFACTS 1/2013
DieselFacts received an exclusive
tour around the massive ship from
Lars Blicher, General Manager & Di-
rector of Danish company Swire Blue
Ocean A/S.
Swire Blue Ocean provides serv-
ices to the offshore wind industry
and its newest vessel, the state-
of-the-art Pacic Orca, was chris-
tened in October in Copenhagen.
Built in Korea by Samsung over
1 years, the 8 MAN 9L27/38
GenSets for diesel-electric pro-
pulsion were built by Doosan. The
subsequent trip from Korea to
Denmark took 80 days.
Pacic Orca is the worlds most
modern WIV with an overall length
of 160.9 m, a breadth of 49.0 m,
and a speed of 13.0 knots. The
ship is designed to transport up
to 12 3.6 MW disassembled off-
shore windmills and its main crane
has a maximal capacity of 1,200
tons.
Lars Blicher told DieselFacts:
The engines are hugely important
as we have to be able to rely on
them. They are diesel-electrics so,
if any fail, we have others to take
over. We opted to put identical en-
gines in the ship to make life easier
when it comes to spare parts and
maintenance.
He continued: There is a lot of
redundancy in the engines and, in
our experience, MAN engines are
very reliable and easy to work with.
We are delighted to have MAN en-
gines on board our vessel.
Blicher also said: It is a 3rd gen-
eration ship for the wind turbine in-
dustry, but also works in the oil and
gas sector where we have to de-
commission platforms in the North
Sea. Our unique selling point is the
large weather window we have. The
crane can work in up to 20-metre-
per-second winds and the ship can
manoeuvre in 2.5-metre waves.
This means that, when other ves-
sels have to give up, we can sail out
to the site and be ready. So we are
much more efcient.
Safety is enhanced through a
6-leg design that allows the ves-
sel to remain stable in the event of
a leg penetrating the seabed dur-
ing operations. With a large cargo
area and high capacity deck load-
ing, the vessel offers great exibil-
ity in the carriage and installation of
wind turbines and foundations of all
types and sizes.
Pacic Orca has an operations
crew of 25-30, but the ship can ac-
commodate up to 111 persons on
board, each with an individual cab-
in and en suite facilities. The unique
vessel is propelled using four 3.4
MW azimuth stern thrusters. It has
no rudder but is instead equipped
with two bow thrusters and two
bow-tunnel thrusters, each provid-
ing 2.2 MW in power, that give the
ship a unique manoeuvrability.
Swire Blue Ocean
With a long history of successful
marine and engineering operations
and a strong focus on the environ-
ment, Swire Blue Ocean provides
premium level services to the off-
shore wind industry. Its innovative
vessels, combined with a long-
standing reputation as a provider of
high quality, reliable and safe off-
shore support services, efciently
installs offshore wind turbines.
Download the Diesel-
Facts App on your tab-
let and get access to
extra Pacic Orca material includ-
ing video and many more photos.
A New Colossus Prepares to
Stride the Seven Seas
MAN engines provide the driving force for the gigantic Pacic Orca, the worlds
largest windfarm installation vessel (WIV).
Lars Blicher, General Manager & Director of Danish Swire Blue Ocean A/S
The Pacic Orca pictured at berth in Copenhagen harbour
PAGE 5 DIESELFACTS 1/2013
G-type engines with integrated EGR
system offer both high efciency and
low NO
X
emissions.
MAN Diesel & Turbo has received
an order from Chevron Corpora-
tion, the American multinational
energy company, for two lighter-
ing newbuildings with each vessel
to be powered by an MAN B&W
6G70ME-C9.2 prime mover. The
newbuildings will each use an MAN
Diesel & Turbo EGR (Exhaust Gas
Recirculation) system to help their
ME-C prime movers meet Tier III
emission standards well in ad-
vance of requirements coming into
effect. The engines will also retain
the ability to switch to Tier II opera-
tion when outside the ECA (Envi-
ronmental Control Area).
MAN Diesel & Turbo states that
the engine for the rst vessel has
a delivery date in December 2012,
with the second due in early 2014
and the vessels due for delivery in
2014. Chevron has also ordered
1 MAN 8L27/38 + 2 MAN
7L21/31 gensets for each vessel.
Doosan Engine will construct both
gensets and G-type engines at its
works in Korea.
Exhaust gas reduction
Generally, ships use HFO as fuel,
which contains sulphur and forms
NO
X
and SO
X
during combustion.
MAN Diesel & Turbos EGR system
ensures full fuel exibility, ranging
from HFO to distillates and natural
gas, and reduces NO
X
by directing
part of the exhaust gas back into
the engines scavenge air. This re-
duces the oxygen content of the air
in the combustion chamber, there-
by lowering the combustion tem-
perature and, as a result, reduces
NO
X
formation. Tests at MAN Die-
sel & Turbos Diesel Research Cen-
tre in Copenhagen have shown that
EGR alone can achieve the IMOs
forthcoming Tier III NO
X
emission
requirements.
Target group
The target group for MAN Diesel
& Turbos EGR system is owners
of ships of over 2,000 dwt, a seg-
ment that today comprises some
18,000-20,000 vessels operating
globally. The EGR system offers
great value and has a number of
unique selling points, including its
environmental performance, glo-
bal seafaring exibility, the added
resale value it gives ships, and its
disposal of the requirement for dai-
ly maintenance.
The G-type programme
MAN Diesel & Turbos G-type pro-
gramme entered the market in Oc-
tober 2010 with the entry of the
G80ME-C9 model. MAN Diesel
& Turbo subsequently expanded
the ultra-long-stroke programme
in May 2011 with the addition
of G70ME-C9, G60ME-C9 and
G50ME-B9 models. The G-types
have designs that follow the prin-
ciples of the large-bore, Mark 9
engine series that MAN Diesel &
Turbo introduced in 2006. Their
longer stroke reduces engine
speed, thereby paving the way for
ship designs with unprecedented
high-efciency.
Rationale behind the G-types
introduction
Tankers and bulk carriers have tra-
ditionally used MAN B&W S-type
engines with their long stroke and
low engine speed as prime movers,
while larger container vessels have
tended to use the shorter-stroke K-
type with its higher engine speed.
Larger container vessels, in re-
cent years, have also been speci-
ed with S80ME-C9 and S90ME-
C8/9 engines because of the
opportunity they offer to employ
larger propeller diameters. Follow-
ing efciency optimisation trends
in the market, MAN Diesel & Turbo
has also thoroughly evaluated the
possibility of using even larger pro-
pellers and, thereby, engines with
even lower speeds for the propul-
sion of tankers and bulk carriers.
Such vessels may be more com-
patible with propellers with larger
diameters than current designs
can accommodate, and facilitate
higher efciencies following adap-
tation of the aft-hull design to ac-
commodate a larger propeller. It is
estimated that such new designs
offer potential fuel-consumption
savings of some 4-7%, and a simi-
lar reduction in the amount of CO
2

emissions.
At the same time, the engine it-
self can achieve a high thermal ef-
ciency through using the latest
engine process parameters and
design features.
G-type efciency
MAN Diesel & Turbo has previ-
ously compared its 7S80ME-C9.2
engine with a G80 engine installed
aboard a 319,000-dwt VLCC,
where the G80 engine had a great-
er efciency of 1%. Assuming opti-
mum running conditions, including
an optimum propeller set-up, the
company found that propeller ef-
ciency could be improved by about
3.6%. Under the same ship-speed
conditions, overall running costs
could accordingly be reduced by
4.6%, a signicant saving that the
companys own gures suggest
can even be bettered, depending
on individual circumstances. Un-
der the same ship-speed condi-
tions, the EEDI would be reduced
by some 8.2% when using the G80
as opposed to an S80 engine.
The G80s longer stroke results
in a lower rpm for the engine driv-
ing the propeller: a reduction from
78 rpm for the S80 engine to 68
rpm for the G80. This lower opti-
mum engine speed allows the use
of a larger propeller and is, ulti-
mately, signicantly more efcient
in terms of engine propulsion. To-
gether with an optimised engine
design, this reduces fuel consump-
tion and reduces CO
2
emissions.
MAN Diesel & Turbo believes
that, just as MAN B&W S-engines
became rst choice for container
ships, G-engines will become rst
choice for bulkers, tankers and
some box ships.
About Chevron
Chevron Corporation is an Ameri-
can multinational energy corpora-
tion headquartered in San Ramon,
California and active in more than
180 countries. It is engaged in eve-
ry aspect of the oil, gas, and geo-
thermal energy industries, includ-
ing exploration and production;
rening, marketing and transport;
chemicals manufacturing and
sales; and power generation.
US Oil Major Places Order for Ultra-
Efcient Tier III-Compliant Engines
Chevron Corporation orders G-type units with integrated exhaust gas recirculation
Graphical rendering of the G-type engine. The adaptation of aft-hull designs to accommodate larger propellers offers potential fuel savings of some 4-7%
PAGE 6 DIESELFACTS 1/2013
Investigation of Ice Classed Ships
A new paper by Birger Jacobsen, Senior Two-Stroke Research Engineer
Ice Classes and Requirements
Ships with an ice class have a
strengthened hull to enable them
to navigate through sea ice. De-
pending on the class, sea chests,
i.e. the openings in the hull for sea-
water intake, have to be properly
arranged in order to avoid block-
ing up with ice. Most of the strong-
er classes require several forms of
rudder and propeller protection,
and strengthened propeller tips are
often required. Different ice classes
and types exist, depending on the
classication societies, but the ice
class most often referred to is the
Finnish-Swedish ice class:
Temperature Restrictions and
Load-up Procedures at Start of
MAN B&W Two-stroke Engine
In order to protect the engine
against cold corrosion attacks on
the cylinder liners, some minimum
temperature restrictions and load-
up procedures have to be consid-
ered before starting the engine.
Recommended start of engine at
normal engine load operation
Fixed pitch propellers
Normally, a minimum engine jack-
et water temperature of 50C is
recommended before the engine
is started and run up gradually to
80%, and slowly from 80% to 90%
of the specied MCR speed (Spe-
cic Maximum Continuous Rating
rpm) during 30 minutes For run-
ning-up between 90% and 100% of
the SMCR rpm, it is recommended
that the speed be increased slowly
over a period of 60 minutes.
Controllable Pitch Propellers
Normally, a minimum engine jacket
water temperature of 50C is rec-
ommended before the engine may
be started and run up gradually
up to 50%, and then slowly from
50% to 75% of specied MCR load
(SMCR power) over 30 minutes.
For running-up between 75%
and 100% of SMCR power, it is
recommended that the load be in-
creased slowly over a period of 60
minutes.
Recommended start of engine at
normal very low engine load op-
eration
For engines running most of the
time at 10% to 40% engine low
load, an extra slow load-up proce-
dure is recommended compared
with the load-up procedures de-
scribed above.
Preheating during standstill periods
During short stays in ports (i.e. less
than 4-5 days), it is recommended
to keep the engine preheated, the
purpose being to prevent tempera-
ture variations in the engine struc-
ture and corresponding variations
in thermal expansions, and thus
the risk of leakages.
A standard preheater system
with a built-in preheater is shown
in Fig. 2.
Design Recommendations of
MAN B&W Two-stroke Main En-
gine for Operation at Extremely
Low Air Temperature
When a standard ambient tem-
perature matched main engine on
a ship operates under arctic condi-
tions with low turbocharger air in-
take temperatures, the density of
the air will be too high. As a result,
the scavenge air pressure, the com-
pression pressure and the maxi-
mum ring pressure will be too high.
In order to prevent such exces-
sive pressures under low ambi-
ent air temperature conditions, the
turbocharger air inlet temperature
should be kept as high as possible.
Furthermore, the scavenge air
coolant (cooling water) tempera-
ture should be kept as low as pos-
sible and/or the engine power in
service should be reduced.
Main precautions for extreme low
air temperature operation, arctic
exhaust gas bypass
With a load-dependent arctic ex-
haust gas bypass system (stand-
ard MAN Diesel & Turbo recom-
mendation for extreme low air
temperature operation), as shown
in Fig. 2, part of the exhaust gas
bypasses the turbocharger turbine,
giving less energy to the compres-
sor, thus reducing the air supply
and scavenge air pressure to the
engine.
Ships with ice class notation
For ships with the Finnish-Swed-
ish ice class notation 1C, 1B, 1A
and even 1A super or similar, most
MAN B&W two-stroke diesel en-
gines meet the ice class demands,
i.e. there will normally be no chang-
es to the main engines. This again
means that the standard thrust
bearings for most of the MAN B&W
two-stroke engines are sufcient.
The Extended Main Engine
Load Diagram
A controllable pitch propeller (CP
propeller) may, with advantage, be
applied for high ice classed ships.
However, because of the high ef-
ciency and simplicity, a xed pitch
propeller (FP propeller) may often
be preferred for low ice classes.
When a ship with xed pitch pro-
peller is operating in normal sea
service, it will in general be oper-
ating around the design propeller
curve 6, as shown in the standard
load diagram in Fig. 3.
FP propeller and no ice ramming
For ships with special operating
conditions, like occasionally op-
erating in thick ice, it would be an
advantage during normal operation
conditions to be able to operate the
propeller/main engine as much as
possible close to line 6, but in ice
situations with heavy running pro-
peller inside the torque/speed limit,
line 4.
For ships occasionally operating
in heavy ice, the increase of the op-
erating speed range between line 6
and line 4 of the standard load dia-
gram may be carried out as shown
in Fig. 4 for the extended load di-
agram for speed derated engine
with increased light running.
CP propeller and ice ramming
When a ship with CP propeller is
operating under ice ramming con-
ditions, the running point on the
combinatory curve of the CP pro-
peller (could be on line 6) will sud-
denly change because of the ice
ramming and move to the left in
the load diagram. The reason is
that there is some reaction time in
Preheater
pump
Preheater
Preheater
bypass
Diesel engine Jacket water main pumps
Direction of main water ow Direction of preheater circulating water ow
D2
C1+2
B
D1
1
2
Diesel engine
Scavenge
air receiver
Scavenge
air cooler
Compressor
Turbocharger
Turbine
Exhaust gas
receiver
Exhaust gas system
Air intake
casing
Exhaust gas bypass
C1+2 Control device
Ensures that the load-dependent
scavenge air pressure does not
exceed the corresponding ISO
based pressure
D Required electric measuring device
D1 Scavenge air pressure
D2 Engine speed and engine load
B Exhaust gas bypass valve
Controlled by the scavenge
air pressure
Line 1: Propeller curve through SMCR point (M)
layout curve for engine
Line 2: Heavy propeller curve
fouled hull and heavy seas
Line 3: Speed limit
Line 4: Torque/speed limit
Line 5: Mean effective pressure limit
Line 6: Light propeller curve
clean hull and calm weather
layout curve for propeller
Line 7: Power limit for continuous running
Line 8: Overload limit
Line 9: Sea trial speed limit
Line 10: Constant mean effective pressure (mep) lines
80 100 105 110 85
50
70 75 65 90 95 60
60
70
80
90
mep
110%
Engine speed, % M
40
2
4
M
9
7
8
5
100
Engine shaft power, % M
6
100%
90%
80%
70%
60%
1
10
3
M Specied engine MCR
110
Fig. 1: Preheating of jacket cooling water system Fig. 2: Standard load dependent low ambient air temperature arctic exhaust gas bypass system
Fig. 3: Standard MAN B&W two-stroke engine load diagram
Ice class Ice thickness

1A Super
1.0 m and a 0.1 m thick
consolidated layer of ice
1A 1.0 m
1B 0.8 m
1C 0.6 m
Source: MAN Diesel & Turbo
PAGE 7 DIESELFACTS 1/2013
changing the CP propeller pitch.
For such running conditions, the
extended load diagram shown in
Fig. 4 may also be useful for the
main engine operation.
Ice Class Demands for Propel-
ler Type and Main Engine Pow-
er Output
Propulsion advantages with CP
propeller
Normally, and also valid for low ice
classes, FP propellers are installed
in merchant ships because of their
simplicity and high efciency. The
propellers are cast in one block,
and therefore the position of the
blades, and hence the propeller
pitch, is once and for all xed with a
given pitch that cannot be changed
in operation. This means that when
operating in, for example heavy
weather and ice, the propeller per-
formance curve will be very heavy
(reduced speed for same power).
Compared to the FP propel-
ler, for the CP propeller, the posi-
tion of the blades, and thereby the
propeller pitch, can be controlled
to avoid heavy running and over-
load of the main engine. Therefore,
CP propellers can, with advantage,
be applied both for moderate ice
classes as well as for very strong
ice classes.
Required minimum propulsion
power output
When sailing in ice with a bulk car-
rier or a tanker, the ship has to be
ice classed for the given operating
need of trading in coastal states
with seasonal or year round ice-
covered seas.
Besides the safety of the hull
structure under operation in ice,
the minimum required propulsion
power for breaking the ice has to
be met.
Existing ships with conventional
main engines
Based on the average bulk carriers
and tankers before 2007, the mini-
mum power demand, according to
the formulae of the Finnish-Swedish
ice classed ships, class 1A Super,
1A, 1B and 1C, has been estimated,
see Fig. 5. In general, the lowest ice
classes, 1B and 1C can power-
wise almost always be met.
Future ships with modern main
engines
In the Finnish-Swedish ice class
formula, the needed installed pro-
pulsion power is inversely propor-
tional to the propeller diameter, i.e.
the larger the propeller is, the lower
the needed power will be.
Modern ships of the future may
be installed with a highly efcient
propeller, i.e. with a 10-12% larg-
er propeller diameter. This means
a lower optimum propeller speed,
and an ultra-long-stroke MAN B&W
two-stroke main engine of the G-
type to be installed, involving an
about 5-8% higher total efciency.
Low Load Operation and Serv-
ice Optimisation of MAN B&W
Two-stroke Main Engines
An ice classed ship with high ice
class has a relatively high demand
to the SMCR power (max. power)
caused by the extra power margin
needed for sailing in ice.
However, most of the time, the
ship will normally be operating in
ice-free areas involving that the
main engine in normal sea service
may operate at low load. Therefore,
in such cases a low load optimisa-
tion of the main engine might be a
good idea.
Fuel consumption and optimisa-
tion possibilities
NO
X
regulations place a limit on
the SFOC on two-stroke engines.
In general, NO
X
emissions will in-
crease if SFOC is decreased and
vice versa. In the standard cong-
uration, the engines are optimised
close to the IMO NO
X
limit and,
therefore, NO
X
emissions may not
be further increased.
The IMO NO
X
limit is given as a
weighted average of the NO
X
emis-
sion at 25, 50, 75 and 100% load.
This relationship can be utilised to
tilt the SFOC prole over the load
range. This means that SFOC can
be reduced at part load or low load
at the expense of a higher SFOC
in the high-load range without ex-
ceeding the IMO NO
X
limit.
Only high-load optimisation is
available for engines with con-
ventional efciency turbochargers
(64% instead of 67%) and non-ad-
justable maximum ring pressure at
part load (MC engines without VIT).
Optimisation of SFOC in the
part-load (50-85%) or low-load (25-
70%) range requires the application
of a tuning method. Furthermore,
a turbocharger cut-out method is
available for SFOC reduction at
part/low load operation.
Propulsion Systems Applied
and Example
Ice classes without ramming
For ice classed ships anticipated to
be without ice ramming, the stand-
ard diesel-mechanical propulsion
systems for merchant ships can be
applied, i.e. with Controllable Pitch
propeller (CP propeller) or with
Fixed Pitch propeller (FP propeller)
directly coupled to an MAN B&W
two-stroke main engine, see Fig. 6.
Ice classes with ramming
The ramming on ice may involve
occasional high torque on the
propulsion system and, therefore,
the diesel-electric system with CP
propeller may often be preferred,
as the electric motor is suitable for
high torque deviations, see Fig. 7.
However, such a propulsion sys-
tem has a lower efciency (11-12%)
compared with a propulsion sys-
tem with CP propeller directly cou-
pled to an MAN B&W two-stroke
engine. Therefore, as the major
time in ship operation is often in
normal sea service without ice, al-
ternative to the conventional diesel-
electric propulsion system might
be preferred.
This is a heavily abridged version of
a much more detailed paper with the
same title and is available from MAN
Diesel & Turbo upon request.
Download the
DieselFacts App on your
tablet and get access to
video interview with the author of
the paper.
Two-stroke MAN B&W diesel engine
CP or FP propeller
Diesel engine
Generator
Electric converter
Electric propulsion motor
Thrust bearing/reduction gear
CP propeller
O
80 100 105 85 55 90 95 60
Engine speed, %M
Engine shaft power, %M
Heavy running operation Normal
operation
50
70
80
90
100
40
110
60
110 115 120
L
1
L
1 M
L
2
5%
L
3
L
4
70 75 65
Standard load diagram area Extended light running area
2
1
5
6 3 3
4
7
Line 1: Propeller curve through SMCR point (M)
layout curve for engine
Line 2: Heavy propeller curve
fouled hull and heavy seas
Line 3: Normal 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
M Specied engine MCR
Deadweight of ship at scantling draught, dwt
scant
SMCR power
kW
0 50,000 100,000 150,000 200,000 250,000
0
dwt
S
m
a
l
l H
a
n
d
y
s
i
z
e
H
a
n
d
y
m
a
x
P
a
n
a
m
a
x
C
a
p
e
s
i
z
e
V
L
B
C
5,000
10,000
15,000
20,000
25,000
30,000
1A Super
Normal SMCR
power for average
bulk carriers without
ice class notation
14.7 kn
14.5 kn
35,000
40,000
45,000
1A
1B
1C
1A
Super
1A Super
1A
1B
1C
1A
1B
1C Alternative handymax
(St. Lawrence Canal)
Fig. 6: Example of diesel-mechanic propulsion system with CP (or FP) propeller Fig. 7: Example of a diesel-electric propulsion system with CP propeller
Fig. 4: Extended load diagram for MAN B&W two-stroke speed derated engine with increased light
running
Fig. 5: Minimum required propulsion SMCR power demand (CP propeller) for existing average-size
bulk carriers with Finnish-Swedish ice class notation (for FP propeller add +11%)
PAGE 8 DIESELFACTS 1/2013
MAN Diesel & Turbo has reported
a healthy interest in its ultra-long-
stroke G-type engine with orders for
the high-efciency engines stead-
ily growing. Most recently, Piraeus-
based Polembros and U-ming of Tai-
wan have placed orders for a further
six engines, bringing the current
number of G-type orders up to 70 just
one year after being available on the
market.
The six MAN B&W G70ME-C9.2 en-
gines are all destined for 186,300
dwt Capesize bulk carriers and will
be manufactured by CSSC-MES
Diesel Co. Ltd. (CMD), the Chinese
engine manufacturer. The rst of
the six engines is scheduled for
delivery in December 2013 with
the remaining ve due in 2014. The
vessels will all be built at Shanghai
Waigaoqiao Shipyard (SWS), one
of the largest such facilities in the
Peoples Republic of China.
Comparison
MAN Diesel & Turbo has released
gures comparing the perform-
ances of a 6G70ME-C9.2 type
and a 6S70ME-C8.2 type aboard
a Capesize bulk carrier the lat-
ter engine represents a tradition-
al choice for such a vessel. Re-
sults show that the G-type engine
makes a signicant 6.5% saving
in comparison to the S-engine, of
which 4.5% stemmed from the im-
proved propeller efciency which
is a consequence of the lower rpm
and 2.0% from the actual engine.
The table below contrasts the most
important values for the S- and G-
type engines.
The G-type programme
MAN Diesel & Turbos G-type pro-
gramme entered the market in Oc-
tober 2010 with the entry of the
G80ME-C9 model. MAN Diesel
& Turbo subsequently expanded
the ultra-long-stroke programme
in May 2011 with the addition of
G70ME-C9, G60ME-C9, G50ME-
B9, G45ME-B9 and G40ME-B9
models. The G-types have de-
signs that follow the principles of
the large-bore, Mark 9 engine se-
ries that MAN Diesel & Turbo intro-
duced in 2006. Their longer stroke
reduces engine speed, thereby
paving the way for ship designs with
unprecedented high-efciency.
G-type background
Tankers and bulk carriers have tra-
ditionally used MAN B&W S-type
engines with their long stroke and
low engine speed as prime movers,
while larger container vessels have
tended to use the shorter-stroke K-
type with its higher engine speed.
Larger container vessels, in re-
cent years, have also been speci-
ed with S80ME-C9 and S90ME-
C8 engines because of the
opportunity they offer to employ
larger propeller diameters. Follow-
ing efciency optimisation trends
in the market, MAN Diesel & Turbo
has also thoroughly evaluated the
possibility of using even larger pro-
pellers and thereby engines with
even lower speeds for the propul-
sion of tankers and bulk carriers.
Such vessels may be more com-
patible with propellers with larger
diameters than current designs,
and facilitate higher efciencies fol-
lowing adaptation of the aft-hull de-
sign to accommodate a larger pro-
peller. It is estimated that such new
designs offer potential fuel-con-
sumption savings of some 4-7%,
and a similar reduction in CO
2

emissions. Simultaneously, the en-
gine itself can achieve a high ther-
mal efciency using the latest en-
gine process parameters and
design features.
Order Book Reects Growing Interest
Ultra-long-stroke G-type engine series with unprecedented high efciency continues
to attract market attention
10,000
15,000
20,000
25,000
60 70 80 90 100 r/min
Engine/propeller speed at SMCR
Propulsion
SMCR power
kW
175,000 dwt Capesize bulk carrier
Increased propeller diameter
G70ME-C9.2
4-bladed FP-propellers
constant ship speed coefcient = 0.3
SMCR power and speed are inclusive of:
15% sea margin
10% engine margin
5% light running
T
des
= 16.5 m
G70ME-C9.2
Bore = 700 mm
Stroke = 3,256 mm
V
pist
= 9.01 m/s
S/B = 4.65
MEP = 21 bar
L
1
= 3,640 kW/cyl. at 83 r/min
13.5kn
14.0 kn
14.5 kn
15.0 kn
15.5 kn
15.3 kn
16.0 kn
Possible
Dprop = 8.7 m
(= 52.7% of T
des
)
Possible
Dprop = 9.0 m
(= 54.5% of T
des
)
Existing
Dprop = 8.2 m
(= 49.7% of T
des
)
83 r/min
91 r/min
M = SMCR (15.3 kn)
M1 = 19,620 kW x 91 r/min, 6S70ME-C8.2
M2 = 18,730 kW x 78.0 r/min, 6G70ME-C9.2
6G70M
E-C9.2
6S70M
E-C8.2
M2
M1

Source: MAN Diesel & Turbo

Vpist
(m/s)
S
(mm)
B
(mm)
S/B

mepL1
(bar)
Pcyl L1
(kW)
rpm
L1
SFOC
(g/kWh)

S70ME-C8.2 8.49 2,800 700 4.00 20.0 3,270 91 169
G70ME-C9.2 9.01 3,256 700 4.65 21.0 3,640 83 168
Source: MAN Diesel & Turbo
South American hub clinches sig-
nicant contract extension with Pe-
troleo Brasileiro energy group.
MAN Diesel & Turbo SE, the lead-
ing international manufacturer of
large-bore diesel engines and
turbomachinery, has concluded
a long-term service agreement
with the Brazilian energy group
Petroleo Brasileiro (Petrobras)
for the maintenance, repair and
operational support of 20 MAN
THM gas turbine trains on four
offshore platforms in the crude
oil and natural gas exploration
area off the north-east coast of
Rio de Janeiro. The agreement
spans ve years and is the sec-
ond extension of this service con-
tract, which was originally signed
in 2002. The value of the agree-
ment is 150 million euro.
The gas turbines drive ten gas
compressors and ten genera-
tors on the Petrobras platforms
Cherne 1 and 2, Garoupa and
Pampo situated 150 kilometres
off the Brazilian coast in the Cam-
pos Basin, where around 80 per
cent of Brazils crude oil and nat-
ural gas production are located.
The service agreement includes
technical support for the opera-
tion of systems, regular mainte-
nance work, any repairs that are
required as well as spare parts
and their logistics. Besides the
core components turbine, com-
pressor and generator, the con-
tract also covers all auxiliary
equipment as well as the control
system.
The service from MAN Diesel
& Turbo meets the particular re-
quirements of the oil and gas busi-
ness: round-the-clock availability
365 days a year, rapid response
times to maintain operations and
compliance with exacting safety
and environmental requirements.
The further extension of the
service agreement conrms our
excellent collaboration with Petro-
bras and represents a key refer-
ence on the Brazilian oil and gas
market, says Dr. Ren Umlauft,
CEO of MAN Diesel & Turbo. We
are absolutely delighted to be a
highly trusted partner of many
years standing to Petrobras.
MAN Diesel & Turbo operates
over 100 service stations world-
wide under the MAN PrimeServ
brand, including stations in the
Brazilian cities of Rio de Janeiro,
Manaus, Maca, Petrpolis and
Salvador.
Gas Turbine Deal for Brazilian Offshore Platforms
PAGE 9 DIESELFACTS 1/2013
MAN Diesel & Turbos PrimeServ di-
vision in Frederikshavn has, in close
cooperation with shipowner and
constructional engineering company
NCC, performed a propulsion equip-
ment upgrade for the M/V Baltic a
900 m sand and gravel dredger.
In connection with a eet energy-
optimising project, NCC contacted
MAN PrimeServ at the beginning
of 2012 with an enquiry regarding
upgrade possibilities for an exist-
ing vessels propeller and nozzle.
NCC has a eet of ve ships and
was, as a starting point, interested
in the upgrade of the Baltic. The
vessel, which was built in 1983,
had during many years of opera-
tion suffered from propeller and
aft-ship vibrations resulting in high
noise levels in the accommodation.
Eventually, the nozzle broke loose
from the hull.
In January 2012, the Prime-
Serv retrot department in Fred-
erikshavn entered a dialogue with
NCC Chief Superintendent, John
Jeppesen, on the design of new
propeller blades and a new, cus-
tomised propeller nozzle with the
priority being increased propulsion
efciency and fuel savings. The
propeller-blade design chosen
was a medium-skew blade prole
for ducted operation with an MAN
Alpha AHT nozzle customised
with a length/diameter ratio of 0.5.
The new nozzle and blades were
installed in April 2012 while the
vessel was docked at Svendborg
Shipyard, Denmark.
The ship has been in operation
with the new propulsion equipment
since April and the feedback from
the Chief Engineer and the opera-
tional crew clearly indicates a much
improved performance. Chief Su-
perintendent Jeppesen conrms:
The measured fuel consumption
reduction is 14% and the noise
level in the accommodation is re-
duced by 10 dB together with an
effective reduction of vibrations.
Also, the ships manoeuvrability in
harbours has been improved.
The financial aspect of the
project has also proved very at-
tractive for NCC with an estimated
payback time of just 1 years.
The MAN Alpha propeller and
aft-ship portfolio
MAN Alpha propellers cover a pow-
er range from 4 to 40 MW with xed
pitch and controllable pitch propel-
lers in four and ve-bladed execu-
tions. The propellers are designed
and optimised for a vast number of
vessels of different design and ap-
plications, from cargo vessels, fer-
ries, cruise ships, offshore vessels,
tugs and work boats to shery and
navy vessels. Previous examples
of high-end MAN Alpha propeller
installations include some of the
worlds largest dredgers Cristo-
bal Colon and Leiv Eiriksson, both
46,000 m and with the dredging
capacity to a water depth of 155 m
operated by Jan de Null. Anoth-
er notable reference is the worlds
largest RoPax ferry the 78,300
bhp M/F Tanit recently started
in service for CTN between Mar-
seilles and Tunis. To date, the MAN
Alpha brand has produced more
than 7,000 propellers since the
rst Alpha CP Propeller design was
supplied in 1902 and patented in
1903. MAN Diesel & Turbo deploys
the latest advanced design tools,
including Computational Fluid Dy-
namics, Finite Element Methods
and Topology Optimisation in the
development of its propellers and
cooperates with the worlds lead-
ing test tanks and research insti-
tutes to verify results.
About NCC
One of the leading construction
and property development compa-
nies in the Nordic region, NCC de-
velops and builds residential and
commercial properties, industrial
facilities and public buildings,
roads, civil engineering structures
and other types of infrastructure.
NCC also offers input materials
used in construction, such as ag-
gregates and asphalt, and provides
paving and road services. The
NCC Group had sales of SEK 53
billion in 2011, and has approxi-
mately 17,500 employees. The
groups shipping company has a
eet of ve sand and gravel dredg-
ers, with loading capacities ranging
from 340 m
3
to 1,150 m
3
. Three of
the vessels are ISM and ISPS certi-
ed. Collectively, the NCC eet
dredges some two million tonnes
of raw material annually.
MAN Alpha Propeller Blade
and Nozzle Upgrade Pays Off
NCC-owned dredger benets from recent PrimeServ exchange and modernisation of
propeller blades and propeller nozzle with payback time of just 1 years
NCC Chief Superintendent,
John Jeppesen
The M/V Baltic pictured in drydock during the propeller blade and nozzle upgrade job in Svendborg
PAGE 10 DIESELFACTS 1/2013
Reintroducing the 32/44K Engine
A.2 version features conventional injection system to optimise GenSet application
MAN introduced the rst 32-bore
(32/40) engine in 1997 with over
1,588 such GenSets produced thus
far. Most of these are 6- and 7-cyl-
inder engines representing power
outputs of 2,880 to 3,500 kW.
The original cylinder output has ris-
en from 440 to 500 kW, while the
current version meets IMO Tier II
regulations. Thermodynamic cal-
culations show that an increase
of the stroke and ring pressure
promises a higher output at lower
specic fuel consumption.
The rst improved engine was
introduced in 2007 as a 32/44CR
A.1, congured with a common rail
injection system. To get a GenSet-
optimised engine, MAN Diesel &
Turbo is introducing the 32/44K
A.2 engine with a conventional
injection system. The Factory Ac-
ceptance Test of the rst, licensee-
built, serial engine is expected dur-
ing 2013.
Optimisation of the GenSet Ap-
plication
The 32/44K A.2s engine struc-
ture and GenSet components
are based on the reliable and ro-
bust design of the 32/40CD. The
turbocharger matching as well as
the valve timing at part load is op-
timised for low specic fuel con-
sumption, Fig. 2. This results in re-
markable fuel savings in the range
from 40% to 75% MCR.
One of the mean key perform-
ance indicators for optimised
GenSets is a high capability for dy-
namic load response. The 32/44K
A.2 engine shows a reasonable
faster dynamic load response by
optimised rotor inertia and higher
speed of the turbocharger at part
load. The well-known GenSet de-
sign with a common base frame
enables an easy installation of the
whole GenSet. Due to its similar-
ity with 32/40 GenSets major di-
mensions and connecting points,
it is easy to adapt the 32/44K A.2
to engine room designs made for
32/40 GenSets.
Features
Variable valve timing
The new 32/44K engine is able to
operate with different valve timings.
The switching of the valve timing
takes place automatically at a cer-
tain load point dened in the en-
gine control system.
Variable injection timing
The injection timing enables the
adjustment of a higher ring pres-
sure at part load, which results in a
lower fuel consumption. Simply, in
order to get acceptable operating
data such as ring pressure and
exhaust gas temperature at full
load, the injection time is adjusted
accordingly.
Bore/stroke 320/440 mm
The stroke of 32/44K is enlarged by
40 mm in order to achieve a per-
fect combustion-chamber shape
at TDC. There is also the possibility
of realising a higher compression
ratio of 17:1 in order to keep the
distance between the piston crown
and cylinder head, which has a di-
rect effect on the specic fuel oil
consumption.
198
200
196
194
192
190
188
186
184
182
180
178
176
174
0 20 40
Engine load in %
S
F
O
C

i
n

g
/
k
w
h
Indicative
60 80 100
- ISO conditions
- Hu 42,700kl/kg
- Without Pumps
- 5% tolerance
32/40 GenSet, 500 kW/cyl
32/44 konv. GenSet 530kW/cyl
Fig.1: The 6L32/44K GenSet. The K sufx signies the conventional injection system
Fig. 2: Calculated specic fuel consumption 32/44 K A.2 vs 32/40CD
PAGE 11 DIESELFACTS 1/2013
Firing pressure 230 bar
The 32/44K is reinforced at sev-
eral points in order to achieve an
increased ring pressure of 230
bar. Especially the crank drive is
improved. The piston skirt is made
of forged steel. Thanks to the high
ring pressure, it was possible to
increase the specic output, al-
though the engine has this low
specic fuel consumption.
Waste gate
The 32/44K A.2 engine is equipped
with a waste gate that opens only
above 90% load. Hence the en-
gine can be operated with higher
charge air pressure at part load.
This improves engine efciency
and ensures low soot emission at
part load.
TCR turbocharger
Miller timing requires a good TC ef-
ciency at a high TC pressure ratio.
This is fullled with the new TCR
for the 32/44K where the actual
compressor ratio is 4.8 bar. The
turbocharger is a completely new
design, see Fig. 3, and offers a re-
markably high pressure ratio at full
load and maintains the good per-
formance at part load, see Fig. 4.
Automation
MAN Diesel & Turbos own, well-
proven SaCoS
one
product family
was adapted for the 32/44 engine
and the 32/44 automation system
consists of a control unit, a local
operating panel and an auxiliary
cabinet. The new variable valve
timing (VVT) system is controlled
by the auxiliary cabinet.
Relation to the 32/40 and
New Parts
Apart from piping and cabling, ap-
proximately 70% of the engine
parts are similar to the well-known
32/40 engine. As with the 32/40,
the new 32/44K engine has two
camshafts: one for the injection
timing and one for the valve timing.
The cylinder head and the crank-
case are also nearly identical. The
footprint is identical to the one of
the 32/40 engine.
Completely new, but proven on
the 32/44CR engine are:
Turbocharger unit
Power train
Variable valve timing
SaCoS
one
Variable injection timing
The fuel pumps.
GenSet Design
The GenSet equipped with 32/44K
A.2 will have the same width as
with the 32/40 engine. The length
will increase slightly due to the
higher power output (estimation
~300 mm). The design with engine
and alternator assembled rigidly
on a common bed frame, allows
quick and easy assembly times.
the GenSet is mounted resiliently
on the ship, there are only minor
requirements to the foundation at
the ship. This enables a higher ex-
ibility of the position on board.
Future Prospects
The next version of the 32/40K
engine will be an adaption to pro-
pulsion operation for FPP and
CPP. This will be the ideal engine
for small ships operating often on
Chinese rivers. This engine is open
for all new developments regarding
the TCR product line.
This is an extract from a lengthier
technical paper and is freely avail-
able from MAN Diesel & Turbo
upon request.
E
t
h
e
r
n
e
t
Control Bus
Display Module
Display Module
Small/Safety
Display Module
Small/Alarm
EDS
Optional
SaCoSone 32/44
Standard
Vessel
Alarm
System
SaCoSone
EXPERT
Variable Valve
Timing
Remote I/O
CAN3
R
S

4
2
2
/
4
8
5
R
S

4
2
2
/
4
8
5
R
S
4
8
5
70%

Compressor
TC
68%
66%
64%
62%
60%
58%
56%
1,00 1,50 2,00 2,50 3,00 3,50 4,00 4,50 5,00 5,50
32/44K
32/40CD Tier2
Fig. 4: Pressure ratio of the new TCR turbocharger
Fig. 3: TCR turbocharger
Fig. 5: Control sheme SaCoS
one
DIESELFACTS 1/2013
For further information
MAN Diesel & Turbo
dieselfacts@mandieselturbo.com
www.mandieselturbo.com

See DieselFacts online with video clips:
www.mandieselturbo.com/dieselfacts
or download the app to your iPad or
Android tablet.
Publisher:
Peter Dan Petersen,
MAN Diesel & Turbo
All data provided in this document is non-binding. This data serves informational purpo-
ses only and is especially not guaranteed in any way. Depending on the subsequent spe-
cific individual projects, the relevant data may be subject to changes and will be assessed
and determined individually for each project. This will depend on the particular characteri-
stics of each individual project, especially specific site and operational conditions.
On July 18th, 2012 MAN Diesel &
Turbo Operations Pakistan Ltd. com-
pleted a 10th successive 18,000-hour
engine maintenance at Atlas Power
Ltd. Pakistan.
The maintenance work began in
September 2011 with the rst en-
gine and proceeded in accord-
ance with the Government of Pa-
kistan dispatch programme, which
allowed just one engine to be out of
commission per month during the
planned, 11 month maintenance
period.
Extensive planning and prepa-
ration was required to perform the
18,000 hour maintenance activities
for eleven MAN 18V48/60 engines
to the highest level of quality while,
simultaneously, minimising the
service outage time to maximise
plant availability and power gener-
ation sales for Atlas Power. On av-
erage, each engines maintenance
could be completed in fourteen
ofine days comfortably within
the time permitted for the planned
service.
A maintenance crew of sixteen
mechanical and electrical engi-
neers, mechanics, and cleaners
worked in two shifts during the
fourteen-day period to ensure the
genset and associated auxiliary
system were returned to service in
accordance with the planned out-
age window.
One of the major risk factors dur-
ing such time-compressed service
was the quality of the work, espe-
cially that on the cylinder heads.
This was mitigated by making avail-
able a full set of cylinder heads and
implementing a philosophy of re-
place then refurbish when cycling
the parts through each succes-
sive engine maintenance. Refur-
bishment could be conducted and
completed in a less stressful envi-
ronment once the engine returned
to operation.
Each serviced engine under-
went major maintenance on all pis-
ton rings, honing of liners, overhaul
of the complete cylinder heads,
inspections and cleaning of vi-
tal engine components and a full
turbocharger service. In addition
to the engine maintenance work,
the generator and major auxiliary
equipment such as the exhaust
gas boiler, LO coolers, separator
and radiator coolers were all serv-
iced within the same permitted en-
gine outage time.
It was planned to execute the
18,000 running hour service of
the eleventh unit during the nal
three months of 2012, assuming in
the meantime that the genset had
been processed as forecast.
About PrimeServ O&M
In 2009 MAN PowerManagement
was awarded a ten years opera-
tions and maintenance contract for
the 225 MW diesel-red Atlas Pow-
er Ltd. power plant, located near
Lahore, Pakistan. The power plant
built by MAN Diesel & Turbo went
into service in 2009 and consists of
eleven MAN 18V48/60B engines
and one steam turbine utilising the
waste heat of the engine exhaust
gases. MAN PowerManagement
was integrated into MANs after
sales-division MAN PrimeServ
in May 2012.
Pakistan Operation Successfully
Reaches Project Milestone
MAN Diesel & Turbo Operations completes another lengthy engine maintenance
Scenes from the Atlas Power maintenance project including a site view and a photograph of the engine hall that features eleven MAN 18V48/60 engines
Group photograph of the maintenance crew on location in Pakistan