Auxiliary Propulsion System For Two-stroke Engine Plants

Add Propulsion Redundancy, Operational Safety and Minimize Risk - in a Very Simple Way

Safety of Highest Priority
Propulsion Redundancy In recent years focus has been set on redundancy of propulsion machinery as well as on requirements for arrangements necessary to restoring and maintaining availability of the ships’ propulsion power and manoeuvring capability. In order to meet this demand, MAN B&W have developed a new Auxiliary Propulsion System consisting of: • • • • Two-stroke propulsion engine CP Propeller & Control System Tunnel gear with two steps El-motor/alternator - and the Alpha Clutcher

Extra margins of safety are dictated by the transportation and handling of volatile and flammable liquids and gases, corrosive chemicals, and similar hazardous cargoes which may harm the personnel and the environment. Therefore Safety First… Safety precautions on board ships have constantly been improved throughout shipping history. Accidents at sea give rise to such improvements in order to secure the best possible safety for the crew, the ship, other vessels and installations at sea, the environment and the business as a whole. Governments, authorities, classification societies, shipowners and insurance companies are challenging the manufacturers of ships and ships’ equipment to encourage them to improve their products in relation to reliability and safety. More than ever before, safe transportation of oil products, toxic chemicals and liquefied gases is a must. This kind of transportation is an important and growing business, characterized by high stakes, huge

capital costs, high-value cargoes and risk management. On the other hand, environmental fractions, politicians, the press and the public opinion exert an increasing pressure for environmental consciousness and safety.

The principle of an auxiliary propulsion system

Photo: Øyvind Hagen, Statoil


Proven Elements The low-speed two-stroke engine itself is unique in its simplicity and efficiency always securing safe operation. The long lasting know-how and practical experience from a vast number of different ship types and propulsion applications form the basis for the very high mechanical quality of our CP propellers.

The supply of a large number of complete propulsion packages including tunnel gear and shaft alternator has accumulated good long-term service experience. The design of the Alpha Clutcher is based on a disconnecting device developed under the name “Separex” by Burmeister & Wain in Copenhagen in 1973.

With the Alpha Clutcher, the main engine can automatically be clutched out from the direct-coupled propeller shaft, and consequently the propulsion power is delivered by the GenSets to the shaft alternator used as electric motor, and via the tunnel gear to the propeller shaft.

Single is Simple The MAN B&W Auxiliary Propulsion System (MAN B&W AP System) is a very simple and cost effective alternative to, for instance diesel electric propulsion systems and maintains all the advantages of a low-speed two-stroke engine plant. In relation to twin-screw propulsion installations, the single screw configuration is usually preferred due to a 10 - 12% higher propulsion efficiency and last but not least due to the obvious cost reasons.


Advantageous Auxiliary Propulsion Power
Increase the Safety for the Crew as Well as for the Ship In case of a failure causing loss of main propulsion power, the MAN B&W AP System secures the course and manoeuvrability as well as safe navigation at reduced speed to the nearest harbour. From the bridge panel the main engine is stopped and the Alpha Clutcher is clutched out enabling the propeller to be driven by the PTI-motor on the tunnel gear. Propulsion power is retained and the ship has regained its steering capability at a service speed of at least seven knots. Under adverse weather conditions the ship can maintain its position until the weather conditions improve or assistance has arrived. Reduce the Tug Related Harbour Fees As a safety precaution, harbour authorities often demand stand-by harbour tugs alongside ships when loading/discharging critical cargoes. The propulsion system must be ready for take-away operation and consequently overhaul of main engine and its auxiliary systems and equipment is not allowed. With the auxiliary propulsion system in take-away mode ready for take-off, the ship fulfils the demands of the authorities and can eliminate the costs for stand-by tugs when immobilizing the main engine. Reduce the Insurance Premium In comparing two ships - one supplied with the MAN B&W AP System and one without - the risk-scenario for the ship supplied with the system is clearly better and thus directly triggering a positive effect when fixing the ship’s insurance premium. Alpha Clutcher Alternative For ship types where considerable electrical power is essential during stays in harbours, the clutch can be located on the aft side of the tunnel gear to enable clutching out of the propeller from the engine and use of the main engine as power source for the shaft alternator in PTO-mode supplying power for large cargo pumps etc. • Ordinary Propulsion Mode
Main engine
Shaft alternator G1 motor M1 1800 rpm PTO load max. 1400 kW

Clutch-C2-disengaged Clutch-C1-engaged

Propeller-120 rpm

120 rpm

2 Speed PTO / PTI gear

Alpha Clutcher engaged

• Auxiliary Propulsion Mode
Main engine
Shaft alternator G1 motor M1 1800 rpm PTI load max. 1400 kW

Clutch-C2-engaged Clutch-C1-disengaged

Propeller-85 rpm

0 rpm

2 Speed PTO / PTI gear

Alpha Clutcher disengaged

• Harbour Mode
Main engine
Shaft alternator G1 motor M1 1800 rpm PTO load max. 1400 kW Clutch-engaged

Propeller-0 rpm

120 rpm

Alpha Clutcher disengaged

PTO gear


Time for inspections and overhauls Reduce the Maintenance-stress at Short Stays in Harbour Punctuality, short stays in harbour and scheduled maintenance of the main engine must form a synthesis with the ship’s charter. During the stay at quayside, overhaul and maintenance work can be carried out without delaying the scheduled departure. Increased Propulsion Availability Necessary main engine immobilization or shut downs for, longer lasting scheduled checks and inspections can alternatively be dealt with at sea at reduced speed without off-hire jeopardizing the ship’s trading schedule or charter.

Sailing in Confined Waters The MAN B&W AP System makes it possible for the crew to operate safely at reduced speed in channels, rivers and straits and simultaneously nurse the main engine or related auxiliary equipment. Boost the Propulsion Power As a measure for observing the ship’s transportation schedules, the auxiliary propulsion system can be supplied with the possibility to boost electrical

power to the propeller, in addition to the main engine power and hence increase the ship’s speed when necessary. The Alpha Clutcher is for All Ship Types Both safety and economy will benefit from this concept and it makes the MAN B&W AP System an obvious choice for many ship types equipped with low-speed two-stroke main engines and CP Propellers.




0 1
































1645 1030 992 S=2495 W=2538


App. 2708 4327 770 6117

Compact installation for a 13 500 tdw tanker with a 6S42MC main engine 5

Class Notation for Propulsion Redundancy
The Clutcher ready for full load testing Another Stamp of Quality It is expected that an increasing number of shipowners in future will specify their new vessels on the basis of high quality and ‘green images’ like crew safety and environmental safety - rather than exclusively on short-term economic efficiency. With MAN B&W’s AP System including: • • • • • Two-stroke propulsion engine CP Propeller & Control System Tunnel gear with two steps El-motor/alternator Alpha Clutcher

- ship designers, yards, owners and operators can obtain a specific class notation for redundant propulsion and manoeuvring capability. The following table is a brief overview of the present class rules for redundancy, some of them are provisional only:

Propulsion Redundancy Class Requirements and Notations ABS Restored propulsion power Time to restore the propulsion power N/A GL N/A DNV 50% LRS 50% RINA N/A

max 2 min





Service Speed in Auxiliary Propulsion Mode Calculations and practical experience show - as an input to evaluation of the engine power needed, that an electrical shaft alternator/motor corresponding to 20% of the main engine output is recommended in connection with two-step gearing in the tunnel gear. Normal speed Vs design in knots 12 13 14 15 16 17 18 Auxiliary speed PTI power = 20% of ME 7.0 7.6 8.2 8.8 9.4 9.9 10.5

Speed with 7 knots/ 1/2 7 knots/ 1/2 restored of design of design propulsion speed speed power (whichever (whichever is less) is less) Time / distance Weather conditions 36 hours 72 hours

6 knots

7 knots

6 knots/ 7 knots (TakeHome/ Alternative Propulsion) 1000 miles/ 2000 miles N/A


72 hours


Wind:17 m/s Wind and Wind and (33 knots) waves: BF 8 waves: BF 8 Waves: (Beaufort (Beaufort 4.5 m (15 ft) scale) scale) RP1 x% –

Obtainable R1 R1+ notations R1-S R1-S+

THS APS(p/v/m)

Favourable Investment Competing clutch systems are available in the market, at almost twice the price of the Alpha Clutcher concept. These systems are also more complex and more expensive to install.


Alpha Clutcher Characteristics
The cone bolt connection and the split flanges Description The MAN B&W AP System is based on the “Power Take-In” principle including the Alpha Clutcher, for clutching out the main engine from the propeller shaft in PTI-mode. The prototype of the Alpha Clutcher was produced in the spring of ‘99. The clutch function is controlled by hydraulic oil added through an oil distributor ring similar to that of the CP Propellers. No Foundation Required The propeller shaft is connected to an intermediate shaft passing through the tunnel gear. The Alpha Clutcher is installed on this intermediate shaft. A short intermediate shaft is installed between the Clutcher and the main engine. The tunnel gear is connected to the Clutcher via a flexible coupling. A single bearing supports the shaftline and the tunnel gear has a normal foundation seating in the ship. The Alpha Clutcher has internal bearings and does therefore not need an expensive thrust transmitting foundation.

Conical Bolts The cone bolt connection instead of gearwheels is chosen in order to avoid clearance problems and hence hammering in-between the load transmitting surfaces. It may be critical to use gearwheels in the shaftline of a twostroke engine because of torsional vibrations.

The principle consists of two radially split shaft flanges with a number of cone holes, a part of each in the outer flange and a part of each in the inner flange. When the cones are pressed into the holes, the flanges are locked together. When the cones are out of the holes, the flanges are free to rotate independently of each other.

Tugs´ assistance during berthing and mooring 7

Perfect Fit Connection To align the two flange parts for a perfect fit between the cone holes and the cones, a ring is pressed against the flanges opposite the cones. This ring is controlled by studs and tightened by nuts on these to the backside of the cones. Tension in the studs presses the cones into the cone holes and ensures alignment of the flanges. This ensures a perfect fit connection, which prevents hammering in-between the connection surfaces like an ordinary fitted bolt. When the nuts are loosened, the cones and the ring are free to move and the flanges are free to rotate because the studs are placed outside the split diameter.

In the Alpha Clutcher the stay bolts do not pass inside the cones, but inbetween them. The cones and the studs are moved by servo pistons to enable hydraulic remote control. Patented Locking Principle Instead of tightening a nut on each stud, a locking ring locks all cone bolts at one time. When hydraulic pressure is added, the studs are stretched and the ring is turned into locked position. The pressure is then released and the cone bolts are mechanically locked. To unlock the cone bolt connection, “clutch-in pressure” has to be added to be able to turn the locking ring, and after this pressure is added for clutching out.

The principle of the locking ring Auxiliary Propulsion Mode Clutching out the Alpha Clutcher is done remotely from the bridge. Auxiliary propulsion mode is established in less than two minutes. When clutching in, the Clutcher is remotely controlled from a panel in the engine room. When operating in auxiliary propulsion mode, the shaft alternator is used as electric motor. This motor delivers power via the tunnel gear to the propeller shaft. When the Alpha Clutcher is clutched out, the main engine is disconnected from the propeller shaft and stopped. In this mode, however, the Alpha Clucher will transmit the propeller thrust to the thrust bearing of the main engine. To obtain the best possible propulsion efficiency in auxiliary propulsion mode at limited electrical power, it is necessary to reduce the rate of speed of the propeller to match this limited power with the power absorption of the propeller. Therefore the tunnel gear incorporates a two-step gearing. One ‘step-up’ ratio for the ordinary propulsion mode with shaft alternator, and a larger ‘step-down’ ratio for the PTI auxiliary propulsion mode.

The Clutcher housing


Factory test of the Hydra Pack tank unit with pumps, filters, thermostatic valve, cooler, servo valves and instrumentation Operating Manuals An operating manual will provide the operating crew with a clear guidance on the redundancy features of the system. The manuals cover all details including a general description of the complete propulsion system, operating instructions and procedures for dealing with the situations identified in the class required Failure Mode and Effect Analysis, FMEA-report. Test and Trials Class approval of the Alpha Clutcher will be obtained in our workshop prior to delivery. During quay and sea trials the functionality of the Alpha Clutcher will be tested - and the capability of the Auxiliary Propulsion System to secure the right speed and manoeuvrability will be demonstrated. Remote Control System The el-motor/ alternator and clutch control system is integrated with the CP Propeller and main engine system.

Ordinary Propulsion Mode When operating in ordinary propulsion mode, the main engine delivers the propulsion power directly to the propeller shaft via the clutched-in Alpha Clutcher. PTO-power is delivered from the shaft via the flexible coupling to the tunnel gearbox and the shaft alternator. When switching from auxiliary propulsion mode, ordinary operation mode is re-established in five minutes. The main engine and the shaft alternator have to be stopped, when the Alpha Clutcher is activated for clutching in. When the ship operates in ordinary propulsion mode, the Alpha Clutcher is mechanically locked. No parts are moving and the Clutcher is not exposed to internal wear of any kind. No hydraulic systems including back-up systems are required to maintain the Clutcher in position. No additional power consumption. Easy Installation The Clutcher is easily installed with a traditional hydraulic shrink-fitted coupling to the fore end of the intermediate shaft through the tunnel gear. The connection to the intermediate shaft at the engine side is made by hydraulically operated fit and tie bolts.

Alignment Instructions For easy alignment of the propulsion plant, alignment calculations are made and instructions are supplied to the shipyard. The alignment instructions ensure the right load distributions on the stern tube bearings and shaft line bearings. In this connection the Clutcher is seen as an intermediate shaft integrated with the CP Propeller system and is therefore easy to fit and align. Clutch Oil System Lubricating oil and hydraulic operating oil are supplied via the Hydra Pack tank unit for the propeller system. This tank unit is always assembled and factorytested prior to delivery in order to facilitate the yard’s installation work.

The automatic PTI start-up sequence includes, eg interlocks for ‘main engine stopped’, ‘Clutcher in clutched-out position’, ‘el-motor/alternator clutched out’, gearing in the tunnel gear ‘changed to the PTI step-down ratio’, ‘propeller pitch adjusted to zero-position’. And then follows the transformer-start of the el-motor and the clutching in at the tunnel gear. In auxiliary propulsion mode the power absorption of the CP Propeller is controlled to stay within the load range of the el-motor. All electrical circuits of the control system are monitored by the alarm system.


Alpha Clutcher Range for Two-stroke MC Engines
Four Clutcher series - CB1 to CB4 have been designed to match auxiliary propulsion systems for two-stroke engine plants up to and including the 60-bore MC series. This engine range corresponds to the power range of the MAN B&W CP Propellers, which again covers a wide range of modern chemical, gas and product tanker designs.

TYPE CB 1 CB 2 CB 3 CB 4 Dimensions mm Lenght [L] 1445 1635 1830 2160 Diameter [D] 1185 1340 1500 1770 Weight* [ton] 14 20 29 44 ENGINE Cylinder versions S26MC 4-12 L35MC 4-12 S35MC 4-10 11-12 L42MC 4-7 8-10 10-12 S42MC 4-5 6-7 8-12 S46MC-C 4 5 6-8 L50MC 4 5-6 7-8 S50MC 4-5 6-8 S50MC-C 4 5-7 8 L60MC 4-5 6-8 L60MC-C 4 5-8 S60MC 4 5-7 S60MC-C 4 5-6 * Approx weight incl intermediate shaft


Significant Advantages
The Auxiliary Propulsion System with Alpha Clutcher means: • Cost-efficient propulsion redundancy • Simple, reliable and proven technology • Safe operation and quick change of propulsion mode • Full integration with the CP Propeller system • Easy handling and installation at shipyards • No separate thrust transmitting foundation required • No static hydraulic or electric power consumption • Maintenance free • No practical wear • Free of back-lash For a very wide range of typical product tankers, gas tankers and chemical tankers the off-hire risk scenario alone will justify the investment in the Alpha Clutcher system - even without adding the value of all the positive side-effects like, for instance reduced tug related harbour fees and increased main engine maintainability. The Scientific Angle Extensive studies, recently performed by Prof Dr C M Gallin, Gallin Marine Consultants show a clear capital advantage of a single-screw two-stroke propulsion plant with the Alpha Clutcher Auxiliary Propulsion System - compared to a similar two-stroke propulsion system without propulsion redundancy on the one hand, and a corresponding twin-screw twin-engine twostroke propulsion system on the other. This scientific study was based on all costs in the fields of Safety, Environment and Business related to the cumulative risk for the service life of a product tanker with the above three propulsion plant options. The cumulative risk is calculated from statistical ‘real life’ figures, based on accidents and consequences due to main engine failures, selected and evaluated from the casualty bank of Lloyd’s Register in London. The costs evaluated are for instance: Value of ship and cargo, repair costs, loss of hire due to repair time, loss of hire due to waiting time, loss of hire due to towing time and the towing costs. “The 5th Product” - Excellent Project Service Propulsion know-how, customization, system integration and service is at your disposal comprising: • Lay-out of engine, tunnel gear, propeller, piping system etc • Optimizing of propulsion modes • Selection of the gear ratios for the tunnel gear • Alignment analysis and instructions • Strength and vibration calculations • Arrangement and installation drawings • Instruction books • Dimension sketches on disks • Project guides • Investment/pay back time calculations • Operation and maintenance costs - and much more due to a strong and flexible toolbox available for such project services. The Genuine Propulsion Package Since 1989, MAN B&W Diesel’s works in Frederikshavn, Denmark have manufactured and supplied two-stroke engines of the successful MC-series, today up to the 8S50MC-C engine. The MAN B&W CP propeller programme has been developed to efficiently match the MC-engine series up to the 70MC versions. The Alpha Clutcher is an integrated part of those propeller systems which are designed, manufactured and supplied by one company taking full responsibility for functionality, order handling, commissioning, warranty and after-sales service of the complete propulsion system.

Photo: Øyvind Hagen, Statoil


MAN B&W Diesel A/S Alpha Diesel Niels Juels Vej 15 DK-9900 Frederikshavn Denmark Telephone + 45 96 20 41 00 Telecopy + 45 96 20 40 30 e-mail: http//:
653/1.0-GB. Status March ‘01

Copyright© MAN B&W Diesel A/S, Alpha Diesel Reproduction permitted provided source is given. Reg. no. 39 66 13 14

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