1/2015A Technical Customer Magazine of MAN Diesel & Turbo

New Offshore Genset Targets Drilling Segment PA 6 B aimed at at semi-submersible drilling rigs

> Page 3

US Orders Trawler with Common-Rail TechnologyTier II-compliant 32/44CR technology

> Pages 4

Guidelines for Operation on Fuels with less than 0.1% SulphurTechnical update

> Pages 6-7

Newbuilding Sets Two New World Records Largest boxship, largest engine

> Page 8

At separate ceremonies in Beijing on February 2nd and 3rd 2015, MAN Diesel & Turbo renewed its contract with Chinese two-stroke licensees, respectively, China State Shipbuild-ing Corporation (CSSC) and China Shipbuilding Industry Corp (CSIC). Both agreements run for the next 10 years and cover the production of low-speed engines at CSSC af-filiates: CSSC – MES Diesel Co., Ltd (CMD), Hudong Heavy Machinery Co., Ltd (HHM) and CSSC Marine Power Co., Ltd (CMP); and CSIC affiliates: Dalian Marine Diesel Co., Ltd (DMD), Yichang Marine Diesel Engine Co., Ltd (YMD), Qingdao Haixi Marine Die-sel Co., Ltd (QMD).

CSSC agreement

Klaus Engberg, Senior Vice Presi-dent and Head of MAN Diesel & Turbo Two-Stroke Licensing said: “We have enjoyed a long, close cooperation with our Chinese partner, CSSC, that stretches all

the way back to 1980. Over the years, CSSC has produced all sizes of MAN Diesel & Turbo en-gines, and was notably quick to embrace our ultra-long-stroke G-engine.”

Engberg added: “We view our relationship with CSSC as pivotal to our success in giving Chinese customers access to our tech-nology. Accordingly, we are very happy and proud today to be able to officially announce the contin-uation of our excellent business relationship for the next decade.”

CSIC agreement

Dr. Uwe Lauber – CEO, MAN Die-sel & Turbo, said: “We are very pleased to prolong this deep-root-ed partnership in the world’s most important ship-building country. I am confident that our leading, two-stroke technology will continue... Continued on page 3

Key Licensees Extend Engine Agreements

MAN Diesel & Turbo reports that its ME-GI engine has now passed an-other milestone with orders for more than 100 engines received.

In its press release, issued Feb-ruary 2nd 2015, FLEX LNG an-nounced fuel-efficient, two-stroke slow-speed ME-GI main engines as the propulsion system for two LNG carriers due to be built at Samsung Heavy Industries. The expected delivery dates of the ves-sels have been postponed from Q1 2017 to Q1 and Q2 2018.

Ole Grøne, Senior Vice Presi-dent Low-Speed Sales and Pro-motions, MAN Diesel & Turbo, said:

“With our ME-GI order book now having passed the 100-unit mile-stone, we view it as a sign that our confidence in this low-speed, du-al-fuel engine concept has been both well-founded and well-timed, and that we are providing what the market desires. Indeed, it seems as if the ME-GI is set to become the new industry standard.”

Confirmation

Recently, the first two ME-GI units (MAN B&W 8L70ME-GI types), successfully passed their Facto-ry Acceptance Tests (FATs) in Ko-rea, and have now been installed aboard two 3,100-teu container

vessels currently under construc-tion in the United States.

MAN Diesel & Turbo reports that the testbed performance of the ME-GI engines exceeded expecta-tions, providing tangible evidence of the soundness of the concept. The company is pleased that this confirms the ME-GI’s high-pres-sure technology as a state-of-the-art solution, which the market has embraced, judging by the signifi-cant volume of orders seen in the short period of time since the ME-GI was launched.

Grøne added: “The development... Continued on page 2

Two More, Major ME-GI Milestones Confirmed100 orders received for ME-GI; second ME-GI engine dispatched by engine builder after successful Factory Acceptance Testing

PAGE 3PAGE 2 DIESELFACTS 1/2015DIESELFACTS 1/2015

Graphical rendering of MAN Diesel & Turbo’s 8L70ME-GI low-speed, dual-fuel engine

Two More, Major ME-GI Milestones Confirmed Key Licensees Extend Engine Agreements

Continued from front page

process, particularly in relation to the seals associated with the gas-supply pressure, has been demanding but the successful FATs have shown that this chal-lenge has been fully resolved. Overall, the ME-GI’s fuel-gas sys-tem has performed extremely well, confirming our expectations and the experience gained from vari-ous demonstrations and tests. As such, MAN Diesel & Turbo is confident that the ME-GI engine will continue as the unquestioned market leader and the only dem-onstrated two-stroke, dual-fuel engine that has passed exhaus-tive testing.”

The ME-GI engine

The ME-GI engine represents the culmination of many years’ work, and gives shipowners and opera-tors the option of utilising fuel or gas depending on relative price and availability, as well as envi-ronmental considerations. The ME-GI uses high-pressure gas

injection that allows it to maintain the numerous positive attributes of MAN B&W low-speed engines that have made them the default choice of the maritime community. The ME-GI is not affected by the multiple de-ratings, fuel-quality adjustments or large methane-slip issues as have been seen with other, dual-fuel solutions.

MAN Diesel & Turbo sees sig-nificant opportunities arising for gas-fuelled tonnage as fuel pric-es rise and modern exhaust-emis-sion limits tighten. Indeed, re-search indicates that the ME-GI engine delivers significant reduc-tions in CO2, NOX and SOX emis-sions. Furthermore, the ME-GI engine’s negligible methane slip makes it the most environmen-tally friendly technology available. As such, the ME-GI engine rep-resents a highly efficient, flexible, propulsion-plant solution.

An ME-LGI counterpart that uses LPG, methanol and other liquid gasses is also available, and has already received a num-ber of orders.

MAN Diesel & Turbo has secured a contract for the supply of four 9L48/60CR engines for the diesel-mechanical propulsion of two pas-senger ferries for Chinese shipping companies, Huadong Ferry and Dadong Ferry. The two newbuild-ings are currently under con-struction at Huanghai Shipyard in Shangdong, China. Both vessels have a passenger capacity of 1,500 and are intended to connect South Korea with the Chinese mainland upon entering service.

MAN Diesel & Turbo will deliver the complete propulsion pack-age for the ferries with each ves-sel receiving 2 × 9L48/60CR en-gines – providing a combined output of 21,600 kW, two Renk gear systems and two five-blad-ed, f ive-metre-diameter MAN Alpha CP propellers. The pro-pulsion control system is MAN’s Alphatronic 3000. This combi-nation of technology boosts the drive system’s efficiency, saving both fuel and costs as well as re-ducing emissions, while the five-bladed propeller designs ensure low levels of pressure pulses and noise.

“We are pleased that our MAN propulsion packages will con-tribute to a safe and eco-friendly ferry service in the region of East Asia”, said Henning Bullwinkel, Sales Manager Cruise and Ferry at MAN Diesel & Turbo’s Marine Medium Speed Business Unit.

The engines will be among the first MAN common-rail engines

MAN Diesel & Turbo Receives Order for Chinese Ferry Propulsion Packages

Graphical rendering of one of the two passenger ferries for the Chinese shipping companies, Huadong Ferry and Dadong Ferry (courtesy: Ship Design and Research Institute, China)

MAN Diesel & Turbo has announced the launch of its PA6 B Offshore GenSet (OG). Aimed at the offshore-drilling segment, the new engine is specifically targeted at semi-sub-mersible drilling rigs.

The PA6 B is a four-stroke, me-dium-speed engine built at MAN Diesel & Turbo’s St. Nazaire, France facility from where the com-pany has successfully sold the en-gine for many years. St. Nazaire will assemble individual PA6 B OG units together with an alternator in constructing the new, offshore GenSets. Typically, 8 × 16PA6 B OG units are installed aboard a semi-submersible both for main and emergency power supply.

PA6 B background

Originally developed in the 1960s, the PA6 B is a highly reliable engine whose basic design has proven it-self over innumerable running hours, as well as in starting and loading se-quences. Continuously developed and improved since its inception, the PA6 B has set the benchmark in many of its segments, being espe-

cially recognised within such appli-cations as diesel-electric propulsion for commercial and military vessels, and emergency gensets in nuclear power plants, as well as other, off-shore segments. Currently, more than 1,000 engines of the PA class are in service globally.

In developing the new OG variant, the original PA6 B engine has been much adapted to meet current market demands. One major inno-vation has been on the emissions front with the result that the PA6 B OG is now Tier II-compliant and can also meet Tier III regulations

with the SCR (Selective Catalyt-ic Reduction) technique. Another key development is that the PA6 B OG now employs SaCoS

one, MAN Diesel & Turbo’s proven engine-safety-and-control system, while the range of the turbochargers suitable for operation with this

new engine has, accordingly, been updated.

Qualified for offshore

The PA6 B OG is a compact, light-weight, and robust powerhouse with remarkably low noise-emis-sions and vibrations. Its power range from 4,440 to 7,400 kW makes it eminently suitable for diesel-electric propulsion and power generation in the offshore segment.

The PA6 B engine is highly re-sistant to shock and the offshore GenSet can deal with tilts of up to 25° in any direction. Its ability to handle transient load increas-es and long-term, low-load op-eration are also noteworthy, while its proven design and the use of high-class OEM components fa-cilitate long maintenance intervals.

Furthermore, the PA6 B OG features:   quick start-up timing   rapid response to load increases   an integrated cooling, lube-

and fuel-oil system   maximum reliability   low-load SFOC optimisation.

Continued from front page

to make a key contribution to CSIC’s attractive offering to its customers.”

Klaus Engberg said: “CSIC is a very important partner for us in Chi-na. We have had a licence agree-ment with them since 1980, a col-laboration that was furthered just last year with the addition of QMD, which has already successfully land-ed orders for MAN Diesel & Turbo engines and whose state-of-the-art facility positions them well for future success. We are delighted to have won CSIC’s signature for a further 10 years, and look forward to mak-ing further inroads on the northern China market.”

Attendees

Notable MAN Diesel & Turbo at-tendees at proceedings in the Chi-nese capital, besides Dr. Lauber and Klaus Engberg, also included Thom-as Knudsen, Head of Low Speed, Ole Grøne – Senior Vice President, Low-Speed Sales and Promotions and Götz Kassing – Managing Di-rector, Shanghai, as well as other representatives from MAN Diesel & Turbo’s Shanghai office.

CSSC was represented at its sign-ing ceremony by Wu Qiang, Vice President, while the local delega-tion at the CSIC event was headed by its Vice President, Dong Qiang. The respective Presidents from both CSSC’s and CSIC’s engine-building affiliates were also present for both events.

About CSSC

The China State Shipbuilding Cor-poration (CSSC) is one of the two largest shipbuilding conglomerates in China. Headquartered in Beijing,

The group photo from the CSIC signing ceremony in Beijing

The group photo from the CSSC signing ceremony

New Offshore Genset Targets Drilling Segment

Library photo of the PA6 B offshore GenSet

CSSC handles shipbuilding activi-ties in the east and south of China.

CSSC consists of various ship yards, equipment manufacturers, re-search institutes and shipbuilding-re-lated companies. Some of the best-known shipbuilders in China, such as Jiangnan Shipyard and Hudong-Zhonghua Shipbuilding, are currently owned by CSSC.

About CSIC

Formed by the Government of the People’s Republic of China on July 1st 1999, CSIC is a major state-owned enterprise group and one of China’s largest shipbuilding and ship-repair groups. It is headquartered in Beijing from where it oversees the building of ships, engines and other, maritime equipment.

CSIC is also a leader in the re-search and design of naval and mer-chant ships with 28 R&D institutes, employing over 30,000 engineers.

delivered to China. “This proves that MAN ‘Made in Germany’ products continue to be held in high esteem in China, and that modern technology with elec-tronic injection systems are in-creasingly gaining ground, also

among Chinese owners”, said Sokrates Tolgos, Head of Sales, Cruise & Ferry at MAN Diesel & Turbo.

The China Shipowners’ Asso-ciation has proposed limiting the maximum age of a vessel in ser-

vice to 28 years. The two ferry newbuildings will enter service in autumn 2016, replacing vessels about to reach the new, pro-posed age limit. In the near fu-ture, more and more ships are similarly expected to be decom-

missioned. “We therefore see significant potential in the East Asian market and are optimistic regarding future opportunities to equip further, such newbuild-ings”, added Tolgos.

PAGE 5PAGE 4 DIESELFACTS 1/2015DIESELFACTS 1/2015

MAN Diesel & Turbo has received an order for an MAN 8L32/44CR engine to power a newbuilding trawler for Fishermen’s Finest, the US fishing concern. The 32/44CR engine order is significant on two counts in that it represents the first CR engine sold to the American fishing segment that is fully US EPA Tier II-compliant and is, simultaneously, a first refer-ence for the engine builder in the im-portant, domestic fishing industry.

Helena Park, CEO Fishermen’s Finest, said: “I am impressed with the technological advantages the MAN 8L32/44CR common-rail diesel engine will give our eco-trawler, ‘M/S America’s Finest’.

Robert Burger, Managing Di-rector – MAN Diesel & Turbo, USA, said: “Fishermen’s Finest aims to be a leader in the competitive US fishing industry and habitually em-ploys the latest technology to im-prove the productivity of its fleet. In ordering our four-stroke engine, it recognises the commercial ad-vantage it can gain from our com-mon-rail technology that is fully in-tegrated with the engine and has best-in-class fuel efficiency ac-companied by low emissions.”

The engine will have an output of 4,800kW (600 kW/cylinder) and will be built at MAN Diesel & Tur-bo’s Augsburg, Germany works.

United States Order Trawler with Common-Rail TechnologyTier II-compliant 32/44CR technology to deliver fuel efficiency, low emissions and improved productivity to fishing in North Pacific Ocean and Bering Sea

The prime mover is part of a pro-pulsion package that includes:

  an MAN Alpha four–blade CP propeller type VBS 940 Mk 5 Ø 3,800 mm including an AHT high-thrust nozzle

  MAN’s proprietary SaCoSone common-rail engine-control system

  MAN’s Alphatronic 3000 Pro-pulsion Control System

  a gearbox – power 4,800 kW, horizontal offset 950 mm, PTO 2,900 kW.

The vessel will be built at Dako-ta Creek Industries in Anacortes, Washington State, USA using an ST-116 XL design from Skipstekn-isk, the independent, Norwegian naval architect and marine engi-neering company. Delivery of the propulsion package is scheduled for December 2015 with vessel delivery expected in November 2017.

Promising climate

Fishermen’s Finest reports that its new order comes at a time when the political climate in the State of Washington is very positive and openly promoting efforts for dis-tant-water fishing fleets to replace outmoded vessels.Recent public statements by the State Government to this effect have given broad support to intro-

ducing modern ship designs that can dramatically reduce fuel costs, increase efficiency, and better meet new requirements for envi-ronmental protection. As such, the order for America’s Finest with its modern MAN technology comes at an opportune moment.

A significant reference

MAN Diesel & Turbo’s common-rail engines are among the most technologically advanced in its

portfolio with a segment-leading SFOC that significantly lowers emissions of soot and NOX at all possible engine operating points. The company’s CR engines have already established a solid foot-hold in other, major fishing mar-kets.

About Fishermen’s Finest

Fishermen’s Finest Inc. is an in-dependent American fishing com-pany that manages a fleet of two

catcher/processor vessels oper-ating in the bottomfish fisheries of the North Pacific and Bering Sea where the large continental shelf supports a rich ecosystem and huge populations of, among other fish species, pollock and cod.

Fishermen’s Finest has its head-quarters in Kirkland, Washington State, and its fleet hails primarily from Dutch Harbor, the fishing capital of the Aleutian Islands.

An example of the MAN 8L32/44CR engine that will power ‘America’s Finest’

Graphical rendering of the ST-116 XL design for ‘America’s Finest’ (courtesy Skipsteknisk)

Qingdaohaixi Marine Diesel Co., Ltd. (QMD) and EPC contractor Shang-hai Marine Diesel Engine Research Institute recently signed a contract to supply Eritrea with two MAN B&W 12K60MC-S low-speed engines that will run on liquid fuel.

The engines will play a key part in the expansion of the Hirgigo pow-er plant, located 5 km southwest of Massawa, the major city on the Red Sea coast. Shanghai Electric will manufacture the generators for the engines, which are being pro-duced for the Eritrean Electric Cor-poration (EEC).

The EEC has chosen the latest mark of the K60MC-S engine type and the two units will provide a joint mechanical output of 47.52 MW at 150 rpm. The engines will comply with the NOX emission limit of the World Bank’s 2008 regulation, i.e. 1850 mg/Nm3 at 15% O2 dry.

Based on statistical informa-tion, the distribution of the elec-trical consumption in Eritrea is 57% for industrial purposes, 22% for residential areas and 21% for commercial use. When the two new engines enter operation, MAN B&W two-stroke, low-speed diesel engines will account for

approximately 73% of Eritrea’s total power supply.

Breakthrough

MAN Diesel & Turbo views the new order as a major breakthrough for several reasons, primarily because it is the first time a Chinese licen-see has received an order for a sta-tionary application with MAN B&W engines outside of China. It is also QMD’s first order for MAN B&W engines as well as the first occa-sion where a Chinese company will supply low-speed generators out-side of China for engines with an MAN B&W design.

About QMD

Qingdaohaixi Marine Diesel Co., Ltd. signed a two-stroke license agreement with MAN Diesel & Tur-bo in October 2014. QMD is a joint venture of Yichang Marine Diesel Engine Co., Ltd., and Shanghai Marine Diesel Engine Research Institute, and a member of China Shipbuilding Industry Corporation (CSIC), and is based at Haixi Bay, Qingdao, north-eastern China.

About SMEDRI

Shanghai Marine Diesel Engine Research Institute (SMDERI),

was founded in 1963 and is part of the China Shipbuilding Indus-try Corporation (CSIC). It spe-cialises in technology innovation systems.

Shanghai Electric Machinery

Shanghai Electric Machinery Co., Ltd. (SEMC) is a subsidiary of Shanghai Electric Group Co., Ltd. SEMC and manufactures one-third

of all domestic, rotating machinery within China, including turbine generators, and medium- and large-size AC and DC motors ans well as generators.

View of the Hirgigo power plant

Eritrea Expands Electrical NetworkAfrican national utility chooses MAN B&W low-speed engines yet again

The Spare Parts department in Co-penhagen recently, and for the first time, ran a marketing campaign for a specific product – its maintenance kit. The campaign is now officially finished and recorded an overall response rate of 34%.

The campaign’s primary aim was to increase the knowledge and sales of maintenance kits, a prod-uct originally launched in 2009. The overwhelming response rate meant that the kits’ order intake doubled in just one year. Accord-ing to Tenna Sværke-Jessen, pro-ject manager of the campaign, special credit for the success of the initiative is due to the sales personnel in direct contact with customers.

The campaign targeted cus-tomers that had never previously purchased a maintenance kit and was divided into three steps, each covering customers in different geographical areas such as Tur-key, Greece, UAE and Singapore. Once customers were selected, a letter was sent to purchasers and technical managers from the same company. The letter offered the customer the opportunity to receive two free maintenance kits to experience the product’s ben-

efits. The various benefits were also listed in the letters sent, with the purchaser’s version focus-ing on cost and that for technical managers focusing on the sim-plicity of the kits’ installation.

According to Dimitris-Alexan-dros Zisimopoulos, sales manag-er at MAN Diesel & Turbo, Greece, the maintenance kit campaign was “just what we and customers

were looking for”. Furthermore, he said: “The local campaigns were drawn up in collaboration with head office in Copenhagen, ensuring that we could deliver everything we promised.” He also pointed out that now the main-tenance kit is presented at eve-ry meeting with new customers, and describes it as “the main at-traction.”

This was the first time that Spare Parts in Copenhagen in-troduced such a specific targeted campaign. Sværke-Jessen ex-plained: “This was a unique pos-sibility for us to do something dif-ferent and innovative in order to increase sales and promote a product”. She continued: “It has been great to see how positive the response has been – both

internally and externally”, a great result she attributes to the sup-port worldwide from our sales personnel. The success of the maintenance kit campaign was capped by its winning of the inter-national prize for best B2B cam-paign 2014.For further information regarding maintenance kits, go to: http://man-kits.com/

Maintenance Kit Campaign Delivers Great Results

Maintenance Kit Campaign Dimitris-Alexandros Zisimopoulos, sales manager at MAN Diesel & Turbo, Greece

PAGE 7PAGE 6 DIESELFACTS 1/2015DIESELFACTS 1/2015

Extract from a new MAN Diesel & Turbo paper with guidelines for owners, operators and crews on how to prepare for the changes in fuel characteristics and operate in compliance with the new sulphur limits in sulphur emission control areas (SECAs) as of January 1st 2015.

The sulphur (S) limit will decrease from max. 1.0% S to max. 0.1% S. This means that in order to com-ply with the legislation operators will have to use either a fuel with less than 0.1% sulphur, e.g. dis-tillate, other fuels with less than 0.1% S, or install a scrubber.

MAN Diesel & Turbo recom-mends fuels with a viscosity of min. 2 cSt at engine inlet and change-over to low-BN cylin-der lube oils immediately when changing over to fuels with less than 0.1% S. MAN B&W two-stroke engines and Holeby Gen-Sets are optimised to operate on heavy fuel oil (HFO).

However, fuels with less than 0.1% S can be used when appro-priate actions are taken:

  The viscosity of the fuel should be kept above 2 cSt at engine inlet

  When operating on less than 0.1% S fuels: Switch immedi-ately to low-BN oil (15-40 BN) on the two-stroke engine

  Know what you are bunker-ing and inform the crew on the specific challenges

  Always remove cat-fines   Monitor the cylinder condi-

tion and act accordingly.

Low-BN cylinder oils

Until now, marine low speed en-gines and their lubricants have been optimised for operation on heavy fuel oil (HFO) with high sulphur (S) content. During com-bustion, the S is converted to sul-phur trioxide SO3. SO3 and wa-ter from the combustion and the scavenge air form sulphuric acid (H2SO4). When the liner tempera-ture drops below the dew point of sulphuric acid and water, a corrosive mixture condenses on the liner wall. The high alkaline lubricants (high-BN oils) neutral-ise the acid and prevent corro-sion of piston rings and cylinder liner surfaces.

When operating on fuels with less than 0.1% S such as distil-lates, new types of fuel with less than 0.1% S ultra-low-sulphur fuel oil (ULSFO), LNG, metha-nol, ethane and LPG, only small amounts of sulphuric acid are formed in the combustion cham-ber. The cylinder lube oil addi-tives are then not used for the designed purpose and they tend

to build up as deposits. These deposits may disturb the lube oil film and obstruct the piston ring movement, which could lead to micro-seizures on the piston rings and liner and increase the risk of scuffing. Deposit forma-tion and the total lack of corro-sion increase the risk of bore-polishing, which could also lead to increased wear and scuffing. For engines operating continu-ously in SECA on fuels with less than 0.1% S, we recommend to install piston rings with cer-met coating on all four rings, to reduce the risk of seizures and scuffing.

Lubrication strategy

It is recommended to use cylin-der lube oils with low amount of deposit-forming additives and a good detergency (low BN oils) and operate at the lowest rec-ommended cylinder lube oil feed in order to avoid complications with deposit build-up. The feed rate should be decreased to the minimum feed rate specified in our latest service letters.

The general lubrication strate-gy is to use high-BN cylinder oil (70-100 BN) when operating on high-sulphur fuels and low-BN oil (15-40 BN) when operating on low-sulphur fuel.

Operation on fuels with less than 0.1% S induces less corro-sion on the liners, so we would expect normal wear values for iron (Fe) to be in the range of 50-100 ppm and the remaining BN to be 5-10 BN less than the origi-nal BN value.

New fuels with less than 0.1% S

New types of 0.1% S fuels are en-tering the market as a response to the 0.1% S limit in SECA and they are usually called ultra-low-sulphur fuel oil (ULSFO). These

fuels are usually not tradition-al distillates, but blended prod-ucts or products from refinery streams that has not previously been utilised extensively in ma-rine fuels. MAN Diesel & Turbo expects that these fuels are well-suited for MAN B&W two-stroke engines as well as Holeby Gen-Sets.

Viscosity

The lower recommended fuel viscosity limit for MAN B&W two-stroke engines is 2 cSt. Figures 2-4 show typical viscosity and temperature relationships for marine fuels with very low vis-cosity and with medium viscos-ity. For the low viscosity grades, care must be taken not to heat the fuel too much and thereby re-duce the viscosity.

The external fuel systems (sup-ply and circulating systems) have a varying effect on the heating of the fuel and, thereby, the vis-

cosity of the fuel when it reaches engine inlet. Today, external fuel systems on-board are often de-signed to have an optimum op-eration on HFO, which means that the temperature is kept high. When running on low viscosity fuels, the temperature of the fuel system must be as low as possi-ble to ensure a suitable viscosity at engine inlet.

Although achievable, it is dif-ficult to optimise all of these fac-tors at the same time. This com-plicates operation on fuels in the lowest end of the viscosity range. To build in some margin for safe and reliable operation and to maintain the required vis-cosity at engine inlet, installation of coolers will be necessary in those fuel systems which do not have these.

For the very low viscosity dis-tillates, a cooler may not be enough to cool the fuel sufficient-ly due to the cooling water avail-

able on-board. In such a case, installation of a ‘chiller’ is a pos-sibility. This solution is, however, not employed extensively.

Not only will the engine fuel pumps be influenced by the fuel viscosity. Also most pumps in the external system (supply pumps, circulating pumps, trans-fer pumps and feed pumps for the centrifuge) need viscosities above 2 cSt to function properly. We recommend contacting the actual pump maker for advice.

Fuel pump pressure

The pressure in the fuel pumps must be sufficiently high to open the fuel valves and achieve fuel injection and, thereby, combus-tion. Worn fuel pumps increase the risk of starting difficulties be-cause the fuel oil pump pressure needed for injection cannot be achieved.

It is always advisable to make start checks at regular intervals,

Guidelines for Operation on Fuels with less than 0.1% Sulphur

and it is a necessity to perform start checks before entering high-risk areas (e.g. ports and other congested areas) where operation on low-viscosity fuel is expected. By such action, the in-dividual low viscosity limit can be found for each engine with corre-sponding worn pumps.

Lubricity

The refinery processes that re-move sulphur from the oil also impact the components which give the fuel its lubricity. Most ref iners add lubricity-enhanc-ing additives to distillates. Too little lubricity may result in fuel pump seizures. However, MAN Diesel & Turbo does not regard the lubricity of the fuel as a ma-jor issue. Our research tests show that we cannot provoke a failure due to lack of lubricity but recommend testing lubric-ity before using fuels with less than 0.05% sulphur.

Cat-fines (Al+Si)

As in heavy fuel oil (HFO), cat-f ines – small, very hard parti-cles – may also be found in the new types of fuel with less than 0.1% S. It is highly recom-mended to use the fuel clean-ing and condition system in an adequate manner to clean the fuel and remove the cat-fines.

Traditional diesel systems on board are dimensioned to oper-ate on low-viscosity fuel at rath-er low temperatures. As the vis-cosity of the distillates and the new types of fuel with less than 0.1% S (ULSFO) is very dif ferent, it is important to pay attention to the recommended tempera-ture for the dif ferent fuel types during the cleaning process.

Fuel temperature: pour point

The temperature in the tanks and pipes should have a tem-perature above the pour point of the fuel. If the temperature falls below the cloud point, then waxy precipitations may quite possibly form, which could block f i lters and other equip-ment. Similarly, if the fuel tem-perature should fall below the

Engine type Two-strokeengines

≤ Mark 7 ≥ Mark 8

YesNo Basedesign

15-40 BN oilLow S fuel

High S fuel

15-40 BN oil 15-40 BN oil

70-100 BN oil 100 BN oil70 BN oil

Engine design

Cylinderlube oil

Optimised for improvedfuel consumption:Part load optimised andderated engines

Kin. viscosity, cSt

Fuel temperature, °C

12

10

8

6

4

2

00 20 40 60 80 100 120

2 cSt @ 40°C

3 cSt @ 40°C

4 cSt @ 40°C

5 cSt @ 40°C

6 cSt @ 40°C

2 cSt @ 40°C

10 cSt @ 50°C

30 cSt @ 50°C

50 cSt @ 50°C

80 cSt @ 50°C

Kin. viscosity, cSt

Fuel temperature, °C

600

500

400

300

200

100

00 20 40 60 80 100 120

10-15

2

10

18

Stoppreheater

� �

Start cooler

Heavy Fuel (HFO)

Viscosity: 2-20 cStFuel temperature gradient: Max. 2°C/min.

Diesel (DO)

Running hours

Fuel viscosity, cSt

Set viscosityto 18 cSt

Reduce load to 25-40%Stop steam tracing

80Kin. viscosity, cSt

Temperature, °C

70

60

50

40

30

20

10

00 20 40 60 80 100 120

2 cSt @ 40°C

10 cSt @ 50°C

30 cSt @ 50°C

50 cSt @ 50°C

80 cSt @ 50°C

10-15

2

5Decrease cooling

Stop cooling

Start steam tracing

Start heater

Heavy Fuel (HFO)

Viscosity: 2-20 cStFuel temperature gradient: Max. 2°C/min.Load: 25-40% MCR

Diesel (DO)

Running hours

Fuel viscosity, cSt

Fig. 1: General overview of cylinder lube oils and how to choose suitable cylinder lube oil. Low S fuel = low-sulphur fuel, incl. distillates, new type fuels with less than 0.1% S, LNG, methanol, ethane and LPG. High S fuel = high-sulphur fuel.

Fig. 2: Temperature – viscosity relationship for very low viscosity fuels Fig. 3: Temperature – viscosity relationship for low-medium viscosity fuels

Fig. 7: Change over procedure from warm, high viscosity fuel e.g. HFO to cold, low viscosity fuel (e.g. diesel).

Fig. 6: Change over procedure from cold, low viscosity fuel (e.g. diesel) to warm, high viscosity fuel e.g. HFO

Fig. 4: Temperature – viscosity relationship for low-medium viscosity fuels

Mass concentration

� Low temperature� High flow

Particle diameter, μm0 2 4 6 8 10

Mass concentration

Separator Operation

� High temperature� Low flow

Particle diameter, μm0 2 4 6 8 10

In

Out

In

Out

Fig. 5: Separator operations at different parameters. Note the increased cleaning at high temperature and low flow.

pour point then the fuel cannot flow.

Compatibility between fuels

Compatibility issues arise when the components in a fuel do not mix well, for example, when mix-ing fuels with a high aromatic hy-drocarbon content (asphaltenes), such as in HFO, with fuels of the more aliphatic/ paraffinic type, for example distillates or the new types of 0.1% S fuels (UL-SFO). The asphaltenes can drop out of suspension leaving vast amounts of sludge in tanks, fil-ters and separators. This can build up over time with the po-tential for new fuel to remove and deposit it elsewhere, caus-ing blockages.

The risk of encountering in-compatibility issues can be re-duced by checking the com-patibil ity of the fuels before bunkering. We recommend not mixing dif ferent kinds of fuels, and that dedicated tanks are used for different types of fuel.

Fuel change-over procedures

The new SECA legislation will impose a change-over between the globally used high-sulphur HFO and a fuel with less than 0.1% S – or use of exhaust gas scrubbers to remove SOx and particles. The fuels with less than 0.1% S will be distillates, new types of fuels with less than 0.1% S (ULSFO), LNG, methanol, ethane and LPG. This section only describes the change-over between HFO and distillates or ULSFO, as the change-over to LNG, methanol, ethane or LPG takes place in a separate fuel system and thereby does not experience the same challenges.

High-sulphur HFO is used at high temperatures to reduce the viscosity to the required lev-el before the engine inlet. Dis-tillates are often used at rather low temperatures to keep the viscosity sufficiently high before the engine inlet.

A change-over between the fuels will mean a change-over from high temperature to low temperature, or from low to high.

The new ULSFO will often be used at medium temperatures, in this way reducing the chal-lenge of the large temperature difference.

The injection equipment needs to be protected against rapid temperature changes. Since the large temperature changes might otherwise cause stick-ing or scuffing of the fuel valves, fuel pump plungers and suction valves. The change-over must be carried out in a controlled manner at a low load (25- 40% MCR) and the fuel temperature gradient must not exceed 2°C/min, see also Figs. 6 and 7.

Low-sulphur biofuel

MAN B&W two-stroke engines can run on fuels which are with-in the ISO 8217 limits. However, they are also capable of running on crude biofuel, tallow, rape-seed oil and other kinds of bio-fuels. However, there are fac-tors to take into consideration before bunkering and using fuel containing biofuel in order to en-sure safe and reliable operation.

The cylinder oil used should be matched with the sulphur content in the fuel. A cylinder oil with 15-40BN should be utilised when operating on 0.1% S biofu-el. The cylinder condition should be monitored carefully.

Biofuels can contain organic acids that may cause corrosion in the fuel system. It is therefore important to measure the Acid Number (AN). For special appli-cations and if the intention is to utilise fuels with a very high AN, the materials in the fuel injec-tion system must be changed to anti-corrosive materials. In such a case, the AN has to be below 25 mg KOH/g.

Ash content and potential abrasive components such as silicates are factors to take into account before using biofuel.

Biodiesel

Biodiesel is used either as pure biodiesel or is mixed with diesel intended as fuel for the auto-motive market. Biodiesel is de-fined as Fatty Acid Methyl Esters

(FAME) produced from renewa-ble sources of vegetable oils.

Occasionally, marine diesel oil (MDO) and marine gas oil (MGO) can contain FAME because die-sel intended for the automotive market has been blended in the marine products. Fuel blended with biodiesel can most certain-ly burn when reaching the en-gine. However, issues may arise in the fuel system due to acidic

compounds in the fuel. Pumps, filters and separators could also be affected. Compatibility and microbial growth during storage might also be issues, which is also true for other types of bio-fuel. The current recommenda-tion is for fuel to be free from bio-derived materials other than

“de-minimis” levels of FAME and that blending of FAME should not be allowed.

PAGE 9PAGE 8 DIESELFACTS 1/2015DIESELFACTS 1/2015

China Shipping Container Lines Co. Ltd. (CSCL) recently ran sea tri-als on what, at the time, was the world’s largest container ship. The 19,000-teu newbuilding is also note-worthy for being powered by what is, physically, the largest engine ever constructed – a low-speed MAN B&W 12S90ME-C Mark 9.2 type. The two-stroke engine is rated at 69,720 kW @ 84 rpm although has been de-rated to 56,800 kW.

The new container vessel was con-structed at Hyundai Heavy Indus-tries, Ltd. South Korea. HHI-EMD, Hyundai’s engine-building division, constructed the record-breaking engine, again in Korea.

Previously, the largest engine designed by MAN Diesel & Turbo was an MAN B&W 12K98MC7.

About CSCL

CSCL, based in Shanghai, is one of the largest companies involved in the container-shipping industry in China. It now operates a fleet of 156 vessels, with an aggregate ca-pacity of over 680,000 teu. CSCL ranks among the top seven of the world’s container lines. CSCL op-erates on more than 80 routes, covering all the major world and domestic ports with more than 8 million teu shipped annually.

CSCL’s mother company is China Shipping Group (CSG), which owns five specialised shipping fleets of oil tankers, tramps, passenger ships, container vessels and special car-go ships. Prior to this current order for the 19,000-teu vessel, CSG or-dered 8 × MAN B&W 10S90ME-C9.2 engines for a series of 10,000-teu container vessels.

About Hyundai

Hyundai Heavy Industries Co., Ltd. (HHI) is the world’s largest ship-building company. Headquartered in Ulsan, South Korea, it has seven business divisions, of which HHI-EMD is its engine and machinery division. HHI-EMD is the world’s largest, marine diesel engine build-er with approximately 35% of the global market share and expects

Asian Newbuilding Proudly Sets Two New World RecordsWorld’s largest boxship upon construction undergoes tests, powered by largest engine

to reach the 150 million bhp pro-duction milestone in two-stroke engines during 2015. HHI-EMD is also a leading manufacturer of pro-pellers, cargo oil pumps, ballast water treatment systems and side thrusters.

The 19,000-teu CSCL newbuilding pictured going through its paces dur-ing sea trials

Propulsion Retrofit and Upgrade DFDS Seaways adopts fuel-saving package for increased operational flexibility

DFDS Seaways decided, in coopera-tion with MAN PrimeServ, to have the Ro-Ro vessels Hafnia Seaways and Corona Seaways economy-upgraded at their five-year docking and class survey, an undertaking that was also video-filmed.

The retrofit and upgrade packages included:

Feedback from operation: ‘‘A fuel saving of 15-20 kg per nautical mile is nice when you sail 1,400 miles per week’’ says Richard Berg-Larsen, Director – Fleet Management, DFDS Seaways

Kappel propeller blades and rudder bulbs retrofitted to Hafnia Seaways

  propeller blades – of the high-efficiency Kappel design

  propeller fairing cone – to be fit-ted to the propeller hub

  rudder bulb – to be fitted to the existing rudder

  a VFD (Variable Frequency Drive) – for shaft alternator operation

  an Alphatronic load-curve – upgraded for variable frequency.

Both vessels are 187-metre Ro-Ro vessels with a gross tonnage of 26,654 and 3,322 lane metre ca-pacity for trucks and trailers. The twin screw propulsion system with main engine power of 2 x 9,600 kW consists of:

  two MAN 8L48/60B engines   two Renk gearboxes   two MAN Alpha CP propellers

  a twin Alphatronic propulsion control system.

The video follows the Hafnia Seaways at Oresund Drydocks, Sweden and Richard Berg-Lars-en, Director – Fleet Management, DFDS Seaways, delivers posi-tive feedback on the vessels’ im-proved performance flexibility and fuel saving.

With full deployment of this retro-fit and upgrade solution - fuel sav-ings available amount to 15-22% - corresponding to up to approx. 9 tons per day.

The bottom line is clear financial benefits with a short payback-time and an environmental bonus. View the film online at MAN Diesel & Turbo’s DieselFacts site.

PAGE 11PAGE 10 DIESELFACTS 1/2015DIESELFACTS 1/2015

Still Cruising After All These YearsClassic, Norwegian vessel powered by original, MAN B&W main engine celebrates a most unique golden anniversary on the job

Wrapped in a thick fug of sleep, somewhere off the west coast of Norway, DieselFacts is jolted awake by repeatedly sliding feet-first into the ship’s hull. You could say that your humble representative, both metaphorically and literally, is all at sea.

The ‘MS Lofoten’ is part of the world-famous Hurtigruten (the ‘fast route’) fleet established in 1893 and originally intended to map a safe, maritime trading route and bolster communication be-tween the south and Norway’s remote north. Today, Hurtigruten still carries freight and passengers with one of the fleet’s 11 ships departing Bergen daily, sailing to Kirkenes – near the Russian bor-der – and back in 11 days at an average speed of 15 knots. The Hurtigruten company has also ex-panded its original reach and in-troduced cruises to Spitsbergen, Greenland, Svalbard and Antarctica.

Lofoten, named after the beauti-ful archipelago to the north of the country through which its route passes, is the second ship to bear the name and was launched from the Aker yard in Oslo in 1964, mak-ing it the oldest ship in the fleet. Its main engine, a 7-cylinder, two-stroke Burmeister & Wain DM742 VT2 BF90 type, was built under licence, also by Aker. A half-cen-tury on, Lofoten is still served well by the original engine with its out-put of 2,447 kW (3,325 horsepow-er) and a top speed of some 17.7 knots.

DieselFacts joins the Lofoten at Ålesund and meets Kristian Arnes-en, her Chief Engineer. At just 33 years of age, Arnesen is already an old sea dog and has served Hurti-gruten his entire career. He began at the tender age of 19 as a train-ee engineer aboard Lofoten itself before working on a slew of other Hurtigruten vessels, including in the Antarctic aboard ‘Nordnorge’ for five years. He returned to Lo-foten six years ago where he works a 1:1 schedule with 22 days on and off, and 12-hour shifts.

Arnesen is assisted in the en-gine room by a First Engineer, a Second Engineer, two motor men, a repair man, one electrician and a trainee. Of the main engine, he says: “It has almost 300,000 run-ning hours and it’s going very strong still. It’s directly coupled to the propeller and doesn’t have any gears but a prime reason why it’s still performing so well is that it’s a slow engine – it only has 200 rpm. Its crosshead design also signifi-cantly reduces the amount of wear so, overall, it works perfectly.”

Asked why Lofoten has held onto the original prime mover and

The northbound voyage by Hurtigruten’s MS Nordnorge from Bergen to Kirkenes was broadcast live on Norwegian television from June 16th to 22nd 2011. At 134

hours, 42 minutes and 45 seconds in length, it ranks as the longest uninterrupted live television-documentary and is a Guinness World Record

As far as can be ascertained, no other certified vessel in the world has racked up as many operating hours as MS Lofoten.

Chief Engineer, Kristian Arnesen in Lofoten’s engine room by the 7-cylinder Burmeister & Wain DM742 VT2 BF90 engine

not replaced it with a more modern unit, Arnesen says that the oppor-tunity to replace the engine arose in the ‘90s but was turned down, primarily because of the engine’s continued, excellent performance and, crucially, MAN’s ability to con-tinue delivering spare parts. In re-gard to the longevity of the engine, he says: “As long as we get spare parts, I think the engine can go as long as the ship lasts.”

He adds: “Also, this ship is pro-tected because of its age and its special, cultural history within Nor-way’s maritime heritage. It’s a very special engine aboard a very spe-cial ship so they belong together.” In fact, Lofoten became the largest ship ever deemed worthy of pres-ervation by Riksantikvaren, the Norwegian Directorate for Cultural Heritage Management, in 2000.

Up on the bridge

After a tour of the engine room, Arnesen invites DieselFacts up to the bridge where Captain Eivind Lande and Chief Officer Mats Kraknes are busy manoeuvring Lo-foten away from the quayside.

DieselFacts was meant to join the ship in Bergen but, as a result of a storm the previous day with 40-knot winds and 10-m waves, Lande chose to stay in Ålesund. Manoeuvring away from the quay

– without thrusters – it’s not long before we’re in open water. It’s a dramatic landscape of narrow fjords and scattered settlements huddled at the feet of imposing mountains with traces of last win-ter’s snow, where trees attempt to assault the steep mountain sides and give up half-way. The weather changes rapidly with a fascinating interplay between cloud, rain and sunshine that makes the whole scene even more beautiful. Many passengers – in the salons below

– just sit and watch, mesmerised by the beauty unfolding before them. Kristian Arnesen says that his per-sonal, favourite legs of the journey are those through the Lofoten ar-chipelago and Helgeland.

Lande and Kraknes are a mine of information and talk at length about their ship, whose handling they praise, and life at sea. They explain how Møre, the local region, is wealthy and especially famous for its fishing and production of high-end furniture for the Ameri-can market. Out there, somewhere, is also a frozen-pizza factory that supplies the whole of Norway.

Service programme

The Lofoten crew takes care of the B&W engine through an hourly ser-vice of the pistons, exhaust valves, fuel valves, etc. and maintains oth-er engine elements over longer intervals.

Down in the engine room, com-pared to the noise modern engines generate, conversation is possible even with the old B&W workhorse running at full throttle. Arnesen says that the engine has no alarms, so requires constant attention, and that you need to “breathe it, feel it, smell it.” Unlike modern en-gines, the old B&W engine is also open so you can see every com-ponent and quickly access any problems, something that makes maintenance easier but a situation not found with modern engines, whose design tends to be much more closed off.

A major rebuild

There is also a five-yearly DNV survey for the bearings and other parts. Arnesen says that his crew is also helped a lot by Peer Kirkeg-aard Hansen, a service technician at MAN Diesel & Turbo in Coopen-hagen, who he describes as “ ...a very wise fellow who, if we have any questions, can come up and advise us on the operation of the engine.”

Hansen was involved in 2010 when the main engine underwent a significant rebuild and was stripped down to the top of the A-frame, its primary components re-aligned and the engine straightened up again. Arnesen says: “That was a very big job that took us 33 days. We chose to do it in Frederikshavn, Denmark as the MAN PrimeServ service shop is there but there are also a lot of engineering shops in the vicinity that we also find very useful. Plus we had to physically take the engine out of the ship and the local PrimeServ can handle jobs like that.” Much less engine vibration was reported on board after the overhaul and Lofoten was reported to be in excellent, techni-cal condition.

Disembarking

Leaving the ship at Trondheim, Arnesen asks if DieselFacts had suffered during the rough weather the previous night. DieselFacts tells him about sliding in the bunk and asks if he thought it was rough. The Chief Engineer laughs with the experience of an old hand and an-swers: “No, it was nice!”

Lofoten Main Particulars

Year of construction 1964

Ship yard Akers Mekaniske Verksted, Oslo

Capacity 340 passengers

Gross tonnage (t) 2,621

Length (m) 87.4

Beam (m) 13.2

Top speed (kn) 17.7

Main engine 7-cylinder, two-stroke B&W DM742 VT2 BF90 VT2 BF90

Output (kW) 2,447 @ 200 rpm

Operational speed (kn) circa 15.6

Weight (t) 115 115

Height (m) 6.3

DIESELFACTS 1/2015

For further information

MAN Diesel & Turbodieselfacts@mandieselturbo.com www.mandieselturbo.com

See DieselFacts online with video clips: www.mandieselturbo.com/dieselfactsor 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.

Defiant Yamanishi Very Much Open for Business as UsualFamous Japanese Shipyard Picks Up Pieces after Devastating Tsunami

As commonly known, a devastating tsunami hit the east coast of Hon-shu – Japan’s main island – north of Tokyo, in March 2011. Many people were affected by this natural disas-ter, which included the destruction of many homes, crops and buildings. Yamanishi Shipyard lies in one of the affected areas, northeast of the major city, Sendai. The shipyard has a near-century-old history and has traditionally built smaller bulk carri-ers, as well as other special vessels, and has often used MAN B&W en-gines built by our licensee, Makita.

The tidal wave totally overwhelmed the shipyard with only exceptional-ly stable structures such as cranes

and individual buildings remaining undamaged when the waters with-drew. Indeed, many workers only saved themselves by climbing the cranes to safety.

As an example of the power of the water masses, a 23,000-dwt newbuilding bulk carrier that was ready for delivery was ripped free of its moorings, driven against a bridge that it significantly dam-aged, and subsequently ended up back in the yard, albeit partial-ly beached on land. The yard has now been returned to its previous state and, notably, has managed to repair and deliver the afore-men-tioned bulker.

In December 2014, the shipyard

proudly announced the delivery of its largest ever newbuilding and the very first new delivery since disaster struck. The vessel is the first of 2 + 2 RoRo vessels for Jap-anese shipping company A-Line, each featuring a Mitsui-built MAN B&W 6S50ME-B9 prime mover. This engine type is a good example of the new Japanese trend away from the medium-speed engines it traditionally employed aboard fer-ries and RoRos and towards two-stroke engines. The RoRo vessels will enter service in a permanent route between Tokyo and Okinawa.

On December 1st, 2014, Mitsui’s K. Ohno and MAN Diesel & Turbo’s Ole Grøne, Senior Vice President –

Low-Speed Sales and Promotions, visited the Yamanishi Shipyard to congratulate its President, Kiyoaki Nagakura, on its successful reha-bilitation. Ohno and Grøne were shown the worst-affected areas of the yard and came away with a clear impression of the huge ef-forts the entire restoration pro-gramme had demanded.

Indeed, much of the area sur-rounding the yard has still not been restored after the disaster. Despite this, life is slowly returning to nor-mal locally and, the evening before his visit to Yamanishi, Ole Grøne witnessed the traditional, Japa-nese drumming ceremony marking the last day of autumn in a public

park where the last trees still bear-ing the colours of the autumn had been illuminated.

Subsequently, on December 12th, Yamanishi’s new RoRo was displayed to invited guests in To-kyo, including MAN Diesel & Tur-bo’s Kjeld Aabo – Director of Cus-tomer Support, Low Speed and Ko Sasaki – Managing Director of MAN Diesel & Turbo Japan. Whilst in Japan, Aabo also found the time to hold a presentation about “Lat-est Design and Application of Cyl-inder Lubrication on Super-Long-Stroke Engines” at the Lecturer Meeting of the Japan Internal Combustion Engine Federation (JICEF) in Kobe.