MTU Report is always on the spotWhether in printed or electronic form, MTU Report keeps you informed at all times. Looking for detailed and in-depth reports? Then the print version of MTU Report is the one for you. Videos, image galleries, extra content on the magazine articles and current news can be found online at www.mtu-report.com. Want to keep up to date with the latest news from MTU? Then subscribe to our monthly customer newsletter, MTU eReport. And if you want information even faster, you will find short versions of all the stories on our social media channels. Make sure you keep up with MTU!

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MTU Series 4000 ship generator engine

MTUreportThe magazine of the MTU and MTU Onsite Energy brands I Rolls-Royce Power Systems brands Issue 03 I 2015 I www.mtu-report.com

The "water" editionMTU engines and gensets are in use on, in and near the water

Captain Hock's latest loveHeesen's new MTU-powered superyacht, the Amore Mio

Greener, meaner, leanerThe new MTU technology to meet the EU Stage V standard

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Cont

ents

Technology52 Greener, meaner, leaner

An interview about EU Stage V technology development at MTU.

Energy 54 Licence to keep

A data centre that looks like a James Bond film set. Hard to believe? Not in Stockholm.

Service58 Oil or nothing

Engine oils perform an essential protective function in the engine.

Technology60 How do we make ... pipes?

How to make a straight tube fit the shape of an engine.

Talking of62 Afterthoughts

Things that have especially impressed our editors.

22

History12 Maybach flyers Racing boats with MTU engines speed over Lake Constance.

Marine14 The captain Hock's latest love

Pure luxury: the Amore Mio is the latest superyacht to be produced by Heesen.

20 Heading for the futureDr. Ulrich Dohle speaks at the German National Maritime Conference in Bremerhaven.

22 Alaska's water highway Colossal ferries in America's largest state transport not only people but also cars, commodities and fishing boats.

Technology26 Staying cool

An MTU uses 250 litres of water coolant to do the job. And that is just for starters.

Marine28 The deal is off

The US Coast Guard on the trail of drug smugglers on the sea.

Energy32 From lake to table

An MTU emergency power genset makes sure 4mill. people are supplied with water from Lake Constance.

C&I36 The Snow Patrol

Snow business: Øveraasen snow sweepers keep the runways clear at Frankfurt Airport.

Future42 Diesel? Gas? Hybrid?

Professor Friedrich Wirz talks about the future of shipping.

Marine44 Oceans of choice

Take a dip – marine applications with MTU drive systems are waiting.

50 Pirate Water Rat A comic strip about Town Mouse and Country Mouse on the high seas.

51 From the oil sump

The "water" edition

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Keep up with MTU

MTU Report always keeps you informed, whether you read the printed magazine, the online version at www.mtu-report.com or the monthly newsletter, MTU eReport. In print or electronic form, the latest stories and news about MTU are always available to you wherever you are. And if you want information even faster, you will find short versions of all the stories on our social media channels.

Dr. Ulrich Dohle is chairman of the Executive Board of Rolls-Royce Power Systems AG and chairman of the Board of Management of MTU Friedrichshafen GmbH.

Dear Readers,

Edito

rial

The water issue of MTU Report you now have in your hands completes this year's town, country and water trilogy. Our founder, Karl Maybach, was convinced of the capabilities of his engines for waterborne craft from an early stage in the company's history. As far back as the 1920s and 1930s, racing boats powered by Maybach engines sped over Lake Constance to demonstrate their potential. What Maybach could not have known then was how important marine applications remain for MTU also today. And MTU engines have long since propelled many more craft than just speedboats. The German maritime industry, of which MTU is part, plays a major permanent role in the international shipping business. That will remain the case in the future. From my point of view, the maritime industry must therefore place special emphasis on developing sustainable solutions — in other words, clean and high-tech propulsion systems. I had the opportunity to put that view forward at the ninth German National Maritime Conference in Bremerhaven, Germany, and discuss the key issues with other industrial representatives. Water is equally the central element of many MTU power applications.

There is plenty of water and luxury on view on the superyacht Amore Mio, the latest creation of the shipbuilders Heesen. Our editor cast her eyes over the shipyard for your edification and was able to see the yacht before she was launched. Large ferries in Alaska are also powered by MTU engines. They provide the only means for locals and tourists to discover the state's most beautiful spots or get to and from work. But it is not just water under the keel that floats our boat. Did you know, for example, that MTU Onsite Energy emergency

backup gensets supplied by us safeguard the domestic water supply for millions of people over an area

stretching from the shores of Lake Constance to the northernmost parts of Baden-Württemberg? Or that water is used for cooling inside every

one of our engines? We have compiled some fascinating facts about water coolant for you. You can find all that and much more on all sorts of water-related topics from page 12

onward.

Have an enjoyable read.

With kindest regards,

Ulrich Dohle

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MTU Report 03/15 I 54 I MTU Report 03/15

All secure on Norway's coast

The new search and rescue boat Idar Ulstein has been operating in Norwegian waters since November. The search and rescue vessel (S&R) is powered by twin MTU Series 12V 2000 M84 engines and two A3-56 waterjets from Rolls-Royce. Each engine delivers 1,220kW. The engines are equipped with an additional rough sea kit, which enables safe operation in the most extreme conditions. Operating around the Norwegian coastline, the Norwegian Sea Rescue fleet comes to the aid of seafarers and recreational users alike, making as many as 10,000 rescues a year. The new 20m craft was named the Idar Ulstein in memory of the longtime owner and chairman of the yard and ship designer Ulstein Group, the main sponsor of the vessel.

The Idar Ulstein is the first of a new class of rescue vessels built by the Swede Ship Marine shipyard in Sweden. With a crew of three, the vessel is equipped for salvage and diving missions as well as medical transportation in case of emergency. With a bollard pull of 12t, the search and rescue vessel is wellsuited for towing operations. Pumping 4,000l of water a minute, it can boast significant firefighting capabilities as well. Short response time is essential to saving lives at sea. Keeping close contact with the rescue coordination center and a modern navigation system are key to this. So is speed: powered by MTU engines and Rolls-Royce waterjets, the vessel tops 38kn (70km/h). “When a life is at stake, every second counts. That’s why it's so important to upgrade our fleet with new, faster vessels, which will allow us to reach an incident anywhere in Norwegian waters within an hour,” says Rikke Lind, secretary general at the Norwegian Society for Sea Rescue (RS), in a press release upon delivery of the vessel.  

Continuous power from MTU for TurkcellFour 20V Series 4000 gensets and one 18V 2000 genset are to be supplied to Turkcell, a new customer, in November. The Series 4000 gensets each deliver 2,500kVA. These gensets are to be deployed for continuous power generation at a data center at Turkcell's headquarters in Gebze, Turkey. They will serve to ensure functioning telephone, TV and Internet services for Turkcell customers. Three gensets will be operated to supply energy to the whole system, with one serving as a backup. The Series 2000 genset will be used to supply energy for the offices. The Turkcell site requires some 63,600kVA of power per hour so far. The data center's continuous power requirements are mission-critical applications. They are subject to control by the regulations set by three different worldwide accepted institutes. These regulations also been in force in Turkey's telecommunications industry for safeguarding communications networks. One of them is the Uptime Institute. MTU Onsite Energy Continuous Power diesel gensets fulfill the compatibility of “Uptime Institute Tier 3 and 4.” MTU Onsite Energy is one of the few suppliers that can fulfill these requirements. Turkey has many ongoing data center projects, mainly prepared by municipalities, social security institutes, ministries and universities, which are slated for completion by until 2023.

Four of these 20V 4000 gensets are to be supplied to Turkcell.

Quality. Chocolate. Gas-powered.capacity has led to higher demand for electrical power at Ritter Sport. By combining the CHP plant with a two-stage absorption chiller, power generation can be increased and greater environmental benefits achieved. The CHP plant will enable the company to meet a percentage of its electricity, heating and cooling needs in-house. The project was planned by local business Midiplan in Bietigheim-Bissingen.

Ritter Sport in Waldenbuch, southwestern Germany, is known for its handy size of chocolate bar.

Second major remanufacturingfor HST engines

In brief:

Beet-harvesting world recordA Holmer Terra Dos T4-30 with 12-row lifter started a world-record attempt. Its drive system: a Series 1500 MTU engine operating continuously for 24h. An astonishing 85.6ha of sugar beets, equivalent to the area of about 20 football fields (and comprising in excess of 8mill. plants) were harvested on the Baltic Agrar fields in Liepen, Mecklenburg-Western Pomerania.

New Sunseeker yacht types with MTU powerMTU and British luxury yacht manufacturer Sunseeker International have agreed a new general contract for the supply of MTU Series 2000 and Series 4000 engines for a range of yachts, including three new models. MTU engines power the new Sunseeker 95, 116 and 131 yachts. In combination with the MTU Blue Vision monitoring and control system, both engine series provide the ultimate in advanced yacht engine technology.

New MTU Asia headquartersMTU Asia opened the new head-quarters in Singapore. The new 26,500m2 facility at the Tukang Innovation Park consolidates MTU and Rolls-Royce employees from the areas of application engineering, sales and service support, distribu-tion management, marketing and communications. It also includes a training centre, a failure analysis centre and the regional reman centre. This enables MTU to better support its customers as power demands in the marine, oil and gas, rail and energy industries increase across Asia.

The new MTU Asia headquarters in Singapore.

Heat and power for the production of 3mill. chocolate bars per day will soon be provided by a gas engine genset from MTU Onsite Energy, due to go into service in early 2016. Ritter Sport has chosen a combined heat and power (CHP) system featuring a 16V 4000 gas engine for cogeneration. The new plant will supply 1,280kW of electrical power and achieve an electrical efficiency rate of up to 40.5%. MTU systems integrator Bosch KWK Systeme supplied the gas engine genset to Ritter Sport. The plant reduces CO2 emissions by around 2,900tpy. Chocolate production runs 24h per day in a three-shift system operating 300 (approx.) days per year. CHP plants consist of internal combustion engines driving generators to produce electricity. Ritter Sport will use waste heat from the engine for heating purposes. The exhaust heat will be used to power refrigeration. This will serve to cool the chocolate during the production process and in storage. Greater utilization of production

The logo on the side of the truck tells the story as a red MTU engine, the power at the heart of Britain’s HST (high-speed train) fleet, is cautiously lowered back into its locomotive. This is the first from a total of 52 16V 4000 R41 engines to be returned to operator Virgin Trains following a second major remanufacturing at MTU Reman Technologies in Magdeburg. The unit was removed 30 days earlier in Edinburgh before being sent to Magdeburg, fully remanufactured and returned to Edinburgh for replacement. “First, we completely strip down the engine. Then we remanufactur all the components and put them back together again. At the same time Virgin Trains gets another as-new engine,” explained Gerald Westerholt, project leader for HST maintenance contracts at MTU. The engines first went into service on the London — Edinburgh route in 2006. “Since then, the unit has clocked up 3.2mill. kilometers over 77,000h of operation. That’s equivalent to 40 times around the world,” added Westerholt. The HST engines first underwent major remanufacturing in 2010, and this is the second round. All 52 engines will have completed the process in around two years. The units will also get an external makeover. Until now these HST engines were painted gold. When Virgin Trains took over the franchise system at

the beginning of the year, it decided to have them repainted flame red. For the first time, the generators will also be remanufactured as well as the engines. “That means we also remanufact the generator and return a complete diesel-electric reman system to the customer,” explain Westerholt. Virgin Trains are very satisfied with their MTU engines: “We have 99.5% availability,” said Phil Buck, head of fleet at Virgin Trains. “That means there are as good as no delays or breakdowns. That is extremely important to us.” To guarantee this level of performance, four service technicians from MTU UK and a supervisor from Germany are on hand in Edinburgh to carry out non-major procedures directly onsite.

MTU will be remanufacturing twice as many engines for a second train operator. In July this year they decided to extend the existing contract from April 2007 for a further five years. In October, the first of a total of 105 16V 4000 R41 engines arrived in Magdeburg. However, they will also be getting a makeover from their previous silver finish to the standard green of the British train operator. The locomotives will mainly be in service on routes connecting London and the south of England.

In total, MTU will completely remanufactur 157 engines for British high-speed trains (HSTs). The first of the completely remanufactured engines has been installed in a locomotive operated by Virgin Trains in Edinburgh.

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Quickly on northern Norway’s ferry routesIn order to ensure that it can provide the coastal population of Finnmark with rapid transport between the province's towns, Norwegian ferry operator Boreal Transport elected to fit its latest fast ferry, the Årøy, with two MTU Series 2000 propulsion units. The vessel will service the route linking Mikkelsby, Rognsundstedene, Konghus, Nyvoll and Korsfjord – small coastal towns where severe weather is the norm during the long winters. Reliable propulsion is absolutely essential. “We already operate MTU propulsion units in some of the other ferries in our fleet. So far, our experience with these engines has been extremely good and the quality of service provided by Bostek means that downtime is rare,” said Egil Pettersen, project manager from Boreal Transport. Each of the 8V 2000 M72 high-speed engines produces 720kW to power the Årøy’s twin CPP propellers, which can take the vessel up to a service speed of 25kn. At 33m long and 10.6m wide, the Årøy can carry 70 passengers and up to 10 cars. Its deck-mounted crane accelerates the loading and unloading of cargo. It is scheduled to go into service on the ‘310 AltafjordXpressen‘ ferry route in 2016.

The fast ferry is equipped with MTU’s Blue Vision automation system.

The Thor 2121K scrap shredder certainly lives up to its name: called after the old Norse god of thunder and lightning, it smashes its way through automobiles and other large items of scrap in just minutes. The Thor 2121K is designed and built by the scrap and recycling specialist ZB Group, based in Errentería, Basque Country, northern Spain. It is the first mobile system with a hammer mill big enough to mince up entire auto wrecks. And when it's finished its dire task, it separates metallic from non-metallic scrap and moves it over conveyor belts to separate skips. This calls for power, and that is delivered by an 18-cylinder MTU Series 2000 G85-TB engine. “We're impressed by the low fuel consumption and the clean start,” says Imanol Lizartza, managing director of Talleres ZB, a ZB Group company. The MTU engine develops 1,191kW. The Thor 2121K demands a massive power peak from the engine each time scrap material enters the hammer mill. The engine is designed to be subjected to a 10% overload, delivering up to 1,310kW. The hydraulic clutch installed in the driveline between the engine and the shredder rotor allows ZB to make some torque demand adjustments. Each hour, the Thor 2121K can manage between 30 and 40t, depending on the input material and the density requirements. The first one will be in service by December 2015 in New Jersey, USA.

Scrap with MTU

Setting-up the shredder takes a maximum of 120min. Its overall length is 8.5m. The MTU engine is housed in a separate module.

Backup power for hospitals in Kuwait and Turkey

Half a centuryAlmost 50 years old and still going strong – we are talking about an MTU MA 16V 362 emergency power genset dating from 1968. The 800kW unit has been on standby at Frankfurt Airport for nearly a lifetime, and provides the electricity to light up the 4,000m take-off runway in an emergency. That means it makes sure the runway lights do not go out if the main grid goes down.

Agile and elegant: the new Kometa 120MThe 35m hydrofoil Kometa 120M will be in service on Russian waters beginning in 2016. A hydrofoil craft has winglike structures (the actual hydrofoils) below the waterline that lift the hull out of the water as the vessel's speed increases. At full speed the hull is not touching the water at all. Therefore, the Kometa 120M requires a lightweight propulsion system – two MTU 16V 2000 M72 engines, each producing 1,440kW of power. The high-speed ferry is designed to carry 120 passengers.

The Kometa 120M is a hydrofoil craft.

In Kuwait City, the Kuwait Ministry of Health is expanding and modernising the existing Al Farwaniya Hospital as part of a project due to be completed by mid-2019. MTU Onsite Energy is supplying 23 emergency backup gensets. MTU partners AR Albisher & Z Alkazemi Company (A&A) recently signed the contract for supply of the gensets with the general contractor Sayed Hamid Behbehani & Sons Co. (SHBC) in Kuwait. Based on MTU's 20-cylinder Series 4000 engine, the diesel-powered gensets each deliver a maximum of 2,750kVA of variable continuous power.

“If there is a main power failure or any instability in the power supply, the gensets will kick in to keep the hospital running smoothly by delivering some 50MW of power in a matter of seconds. With outside temperatures in the city on the Persian Gulf reaching as high as 55°C, keeping the hospital's air-conditioning system up and running is crucial,” says Ashraf Tamim, CEO of A&A.“The ultra-modern Al Farwaniyah Hospital buildings are among the biggest projects undertaken by the Kuwait Ministry of Health as part of its health system development programme. Reliable emergency power generators are an indispensable part of them,” says Mohamed Abdul Kader, Assistant General Manager at prime contractor SHBC.

And also at the new health centres recently built by the Turkish Health Ministry in Mersin and Bilkent, MTU Onsite Energy diesel gensets will in the future provide a total of 56MW of emergency power. In November 2015, 10 gensets driven by Type 16V 4000 engines and one Type 8V 1600 genset will be delivered to DIA-Holding for installation in Mersin in southern Turkey. They will be followed in February 2016 by 14 more Type 16V 4000 diesel gensets and five Type 12V 4000 units for Bilkent, a district of Ankara.

The Turkish Health Ministry is planning to invest in 35 health centres across the country by the end of 2018. The calculated power demand for each of those projects is between 20 and 30MW. DIA-Holding is one of the construction firms involved and was awarded the contract for the first two hospitals. “The health sector is a high priority in Turkey, and we are seeing significant investment in that area. The fact that MTU was chosen right from the start shows how much the brand is trusted,” observes Ekrem Kuraloglu, chief executive of MTU Turkey.

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In brief:

26 MTU PowerPacks® for regional trains in DenmarkAlstom has ordered 26 MTU PowerPacks® for 13 Coradia Lint 41 rail vehicles. The regional trains are to go into regular service with Danish railway company Nordjyske Jernbaner at the end of 2017. This marks the first use of MTU PowerPacks® meeting EU Stage IIIB emissions specifications in Denmark. Nordjyske Jernbaner operates two routes in the north of the Jutland Peninsula, providing services along the Aalbek Bight (Kattegat) between Frederikshavn and Skagen and between Hjørring and the coastal town of Hirtshals on the Skagerrak.

News

This is what the new health centre in Bilkent, a district of Ankara, will ultimately look like. Its electricity supply will be safeguarded by emergency power from 14 MTU diesel gensets.

The Kuwait Ministry of Health is modernising the Al Farwaniya Hospital in Kuwait City as part of a project due to be completed by mid-2019. Its emergency power supply will come from 23 backup gensets supplied by MTU Onsite Energy.

MTU Report 03/15 I 9

Wat

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Living with waterThe third issue of MTU Report for 2015 is all about water. We encounter water in many different ways. It is an essential of everyday life in the shape of the domestic water supply to our homes, such as is provided by the Lake Constance water authority. Or it can also be the means of navigation for large ferries and luxury yachts. But how will the maritime industry and shipping in general change in the future? The answers and other fascinating facts can be found in our feature articles around the subject of water.

COMPASS

WaterNEPTUNE

ATLANTIS

SAILOR'S YARN

Tide

s

Pleasure steamer

VENICE

MAR

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Extinguishing water

Submarine

Star

boar

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Sea

Mer

mai

d Life

Ligh

thou

se

Message in a

bottle

Har

bour

Water pipeRacing boat

Drinking water

Ice

Patrol boat

Cooling

Yach

ts

Ferry

Ahoy

Fish

ing

Offshore

Drilling rigRUBBER DUCK

H20

Port

Rive

r

Mus

sels

Water pump

LAKE

Wav

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WATERFALL

WAT

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IN

Working vessels

OCEAN

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His

tory

Maybach FlyersWow, Donnerwetter! Look at the beauty of this speedboat as it flashes across Lake Constance past the promenade of the city of Friedrichshafen. Believe it or not, this picture was taken over 80 years ago. It shows the speedboat racer Donnerwetter, one of the two demonstration craft of Maybach-Motorenbau, the predecessor of the company we know today as MTU Friedrichshafen. In the 1920s and 1930s, company founder Karl Maybach wanted to be able to show clients and guests, and allow them to test out, the performance capabilities of his engines and gearboxes. He had begun marketing them after the First World War. Petrol engines were most commonly used for fast cruisers, racing boats, motor yachts, customs launches, pilot boats and ship's boats for larger vessels. So the Donnerwetter was powered by a tuned-up SDS-8 petrol engine that produced 220kW (300hp).

The entry into the marine business had all started with the Maybach 6-cylinder petrol engines for boats and ships, which offered power outputs from 60 to 100hp and were based on the standard-production car engines produced since 1921. At the end of the 1920s, a 550hp 12-cylinder petrol engine was added, which was a similar design to the Maybach Type VL 2 airship engine. At the beginning of the 1930s, the range was extended by the addition of two SDS 12-cylinder models, offering 150 and 200hp respectively.

The contemporary press had already celebrated the Maybach-powered racing boats as the fastest in Germany in the 1920s. The speedboat Jupp, for example, was Germany's fastest racing boat in 1925, with a speed of 90kph.

Maybach was driven by the idea of powering everything "in the air, on water and on land". At the same time as developing petrol engines, Karl Maybach succeeded in the mid-1920s in producing the first fast-running large-scale diesel engine for railway applications. Soon afterward, the high-speed diesel was also available in a marine version for heavy boats and larger motor yachts. And even the famous Maybach VL 2 engine that powered the LZ 27 airship, the Graf Zeppelin, was later used as a marine engine in motor yachts.

COMPASSRacing boat

Ferr

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Neptune

ATLANTIS

Sailor's yarn

Pleasure steamer

VENICETides

MAR

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Extinguishing water

Submarine

Star

boar

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Wat

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Sea

Mer

mai

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Life

Lighthouse

Mes

sage

in a

bot

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Har

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Wat

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Patrol boat

Drinking water

Ice

WaterCooling

AHOY

Fish

ing

Offshore

Drill

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rig

RUBBER DUCKH20

PORTRiver

Mus

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Water pump

LAKE

Waves

WAT

ERFA

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Wat

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RAIN

Working vessels

OCE

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Ferry

Yach

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Mar

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Amore Mio. My Love – that is the name of the latest superyacht built by Heesen Yachts. But it's more than a name; it is an expression of pure passion. That passion is shared by the yacht's captain, Tripp Hock. He has been a captain for 20 years and loves his job. And now he is about to take up a new post on the Amore Mio. As an exclusive engine manufacturer, MTU was allowed to grab a look behind the scenes at the Heesen Shipyard and at the new luxury yacht before any other. We also had an open and honest talk with Captain Tripp Hock about life as a yacht captain.

New Heesen yacht with MTU engines

Captain Hock's latest love

Tripp Hock has been a captain for 20 years. His new command is the Amore Mio.

COM

PASS

Yachts

Neptune

ATLANTIS

Sailo

r's

yarn

Port

Pleasure steamer

VEN

ICE

Tides

MAR

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Extinguishing water

Submarine

Star

boar

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Water power

Sea

Mer

mai

d

Mussels

Lighthouse

Message in a bottle

Har

bour

Water pipe

Racing boat

Patrolboat

Drinking water

WATER

Ice

AHOY

Fish

ing

Offshore Drill

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rig

RUBBER DUCK

H20

River

LifeWater pump

LAKE

Wav

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ATER

FALL

Wat

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RAINWorking vessels

OCE

AN

Ferry

Cooling

Mar

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Shortly before the first test voyage – the yacht will be delivered to its new owner in January 2016. 14 I MTU Report 03/15 MTU Report 03/15 I 15

France

Netherlands

Belgien

United Kingdom

GermanyMTU Brown0-17-28-62CMYK

MTU Brown80% der FarbeCMYK

60%CMYK

40%CMYK

20%CMYK

60%CMYK

40%CMYK

20%CMYK

MTU Blue50-25-0-10CMYK

MTU Blue80% der FarbeCMYK

North Sea

Amsterdam

Oss

MTU Report 03/15 I 17

The new yacht has three decks that offer ample out-side space for that special sea-voyage experience.

It takes about two and a half years to build a yacht like this. After completion, the yacht will have her home port in Malta.

The new yacht's electronic systems are also supplied by MTU. Heesen project leader Dennis van Oijen is seen checking them in this picture.

Amore Mio is the name of the new 45m superyacht built by Heesen. Heesen employee Huib Smits makes sure the lettering is polished to a sparkling finish.

experience the sea and be close to the water. That is exactly what the Amore Mio offers with its expansive open decks.” Captain Hock lives the dream of sun, sand and sea at his “office” every day.

Caribbean dream“I grew up in the outskirts of New York,” Captain Tripp Hock relates. “After school I worked on Wall Street. Getting up at 6 every morning, sitting on the subway, commuting, quickly convinced me to look for something different. So at the age of 22 I bought a one-way ticket to the Caribbean Islands. I didn't think of making it into a career. I just wanted to have fun for a few years and earn enough to cover expenses.” The dream of many young people in New York became a reality for him. Hock went to the Caribbean, woke up every day to the sunshine and found his first job as a steward on what was then the largest sailing trimaran in the world. As a young steward he was on the bottom rung of the ladder and mostly charged with washing up and making beds.

“That first boat was a scuba ‘live-aboard’ running weekly dive charters for the guests," says Hock. “It was like a dream – diving with the guests every day and living among the cleanest waters and most beautiful beaches in the Caribbean. In the first years I would spend the winters in the Caribbean and head to Alaska in summers to work in the fishing fleet. I loved the change of pace between the two jobs, but you can guess which boat didn’t have showers, and I would go to bed every night smelling like a rotten fish! And so I clocked up the nautical miles, studied for my captain's license and eventually became a skipper.” The more nautical miles you have as a captain, the bigger the yachts you are allowed to command. Captain's licence specifies the tonnage you are qualified for.

Specials includedHock worked for a number of years before taking charge of superyachts like the Amore Mio made by Heesen Yachts of Oss, Netherlands. Every yacht of this kind has its own highly individual characteristics. So that guests aboard the Amore Mio can retain their balance on choppy seas, the yacht has special ship gyro stabilisers. They prevent the vessel rolling, that is, rocking from side to side around its longitudinal axis. The interior of the Amore Mio is tastefully done in a contemporary style by an interior designer from Venice, Italy. And even the captain gets his own special toy. “I call it Nintendo,” jokes Hock. In actual fact it is the MTU portable operator unit he is talking about. “When I am on the bridge, I can't see immediately around the bow or the

“What a lot of people don't realize is that, even though my role is captain and therefore my primary job is to sail the vessel, I am involved in the build process of the yacht from the beginning,” Tripp Hock reveals. “I ensure that all the yacht owner's wishes are followed throughout the entirety of the process.” And the new 45m yacht being built for a business magnate was no exception. “I am lucky enough to have worked for the same owner for 16 years,” Hock says with satisfaction. “While the Mediterranean summer cruising season is typically only four or five months, that means I have the time to oversee the construction of the new yacht and plan new sailing routes the rest of the year.” It takes around two and a half years to complete a mega yacht. The Amore Mio, built by the Dutch shipbuilders Heesen, will have its home port in Malta. Gleaming white, with generous outer decks on three levels and a sumptuous interior, the new superyacht puts a sparkle in the eyes of Captain Hock, and not only his. “The Amore Mio is one of my favourite Heesen creations,” enthuses Hock in his new workplace. “When a yacht owner is on his yacht, he wants to

Marine

“Every morning when I wake up to bright sunshine from my floating bed, I appreciate that it is something very special,” explains Hock.

MTU Report 03/15 I 17

There is not much space in the engine room. Engineers Dennis van Oijen (left) and Charl van der Wielen make sure that everything fits per-fectly.

The Amore Mio has the twin benefit of two MTU 16V 4000 M73L engines, each producing 2,880kW of power.

Big enough for the job: Captain Tripp Hock sizes up one of the yacht's propellers.

Boarding or water-skiing. Then the next week we might have culture-lovers on board who want to explore the ports, their surroundings and their history.” So for Captain Hock, every week is a new experience. His workplace frequently changes too, because his employer has a small fleet of Heesen yachts. “Every yacht has its own handling characteristics. And lots of people think it is more difficult to control a big yacht,” Tripp Hock observes. “In truth it is the other way around, because the smaller, lighter yachts are more susceptible to the effect of wind and waves.” Another challenge is communicating with all the different port agents and suppliers. “We have about 50 words in every language,” Hock is happy to report. “While English is luckily widespread, we still get to lots of out-of-the-way places where we need to make the arrangements and provisioning for whatever our guests require. Charades also helps!”

Not only good timesIn his years at sea, Captain Tripp Hock has had experiences that weren't so nice. “Maybe you remember the film The Perfect Storm. It is based on the true story of a terrible storm in 1991, with the fishing boat Andrea Gail losing all its crew,” Hock remembers. “I was also in the mid-Atlantic on an old sailing ship about 600mi from them when that monster was blowing. We were 34 crew and we were hundreds of miles away from the nearest landfall. Luckily, the only damage to our ship was a lifeboat that got washed overboard.” But back to the good times. “My boss is always looking for out-of-the-way places. He has a special liking for the Black Sea, for instance. It is a relatively undiscovered area for yachts so far. When I was there 15 years ago with

his first 24m yacht, it was the biggest vessel on the water by miles, and the locals in Bulgaria, for instance, could hardly take it in,” Captain Tripp Hock chuckles.

Charter yacht versus private yachtThere is a distinction to be made between a charter yacht and a private yacht. The Amore Mio built by Heesen is a private yacht and so available only to the owner and his guests. “So I plan charters for my yacht owner wherever and whenever he wishes,” Hock explains. “If he wants to go to Turkey, we need to put together a suitable itinerary of ports, anchorages or interesting sites depending on the wishes of the particular guests.” Charter yachts can be quite different, staying in the same regional base and potentially repeating the same cruise over and over again.

Three into oneBy the way, Tripp is not Captain Hock's real name. Tripp is short for triple — a reference to the fact that Hock shares the same name with his father and grandfather. And what is it that is so special for Tripp Hock about his job? “It is simply a privilege to be able to work on a ship worth millions like this and to be part of the luxury yacht world. Every morning when I wake up to bright sunshine from my floating bed, I appreciate that it is something very special.”

Words: Yvonne WirthPictures: Robert Hack

To find out more, contact: Jochen Kuhn, jochen.kuhn@mtu-online.comTel. +49 7541 90-7018

Heesen and MTU – a long history

The Dutch shipbuilders Heesen became well known in the 1980s for yachts like the 38m Octopussy from the James Bond film of the same name. Today, the Oss-based yachtmaker is the leading builder of aluminium-hulled motor yachts and regularly wins international awards for projects such as the Kometa and Galactica Star. For its superyachts between 45 and 70m, Heesen exclusively uses MTU engines.

stern or even the sides of the yacht. That is a problem when manoeuvring in the harbour,” Tripp Hock explains. “But thanks to MTU's remote control, it's no longer a problem for me.” Captain Hock can simply grab the remote control from its locker on the middle deck, strap it around his neck, steer the yacht rather like a mobile crane operator from the stern deck and see precisely how close he is to the quayside. “It's not for the inexperienced, however. Steering the yacht like this demands practice and sensitive control,” Hock emphasizes.

The heart of the Amore MioOf course, it is not just the special features that are important. “The MTU engines are the heart of the vessel,” says Tripp Hock. “I have to be able to rely on them 100%. You could say it's the most critical component in my entire job.” The Amore Mio has the twin benefit of two MTU 16V 4000 M73L engines, each producing 2,880kW of power. In bad weather, yachts can stay in harbour. But when the sun is out and the yacht owner wants to take a trip out to sea on his boat, the worst case for a yacht captain is an engine incapacity. “Owners expect everything to work when they find the time to come enjoy their boat - and it's my job is to ensure it does,” Hock explains. “In the rare case when we do have issues, I have always been able to rely on the quality of support and the worldwide availability of the MTU service network.”

No day the same as anotherBut even when the yacht is at sea, no day is the same as another. “It depends on who is on board; although my boss has private yachts, his guests or family are often on the yacht,” Hock recounts. “If they are all in their mid-twenties, they naturally might like to party all night long, and sleep it off all day. But if we have a family on board, they might prefer spending the days maximized for cool water sports, like Fly

Marine

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Dr. Ulrich Dohle (second from left) took part in the panel discussion on the subject of “Exploring the blue growth of the maritime industry” with other experts.

“From my point of view the main focus of the strategy for the maritime industry should be squarely on aaconcerted campaign to develop green credentials and high-tech products,” Dr. Ulrich Dohle clearly states his case.

Interview with Dr. Ulrich Dohle

The “Maritime Technologies of the Next Generation” programme launched by the German government, which ran from 2011 to 2015, is no longer adequate to achieve the goals that were set. For this reason, the programme must be evaluated for the next funding period and expanded to meet future requirements. In order to achieve this, a consistent strategic focus is needed for the manufacturing sector of the maritime industry and a significantly higher amount of funding. In order to implement the green and high-tech campaign, however, it is absolutely essential that more research groups, made up of universities, colleges and major research institutions, and including primarily the Fraunhofer Gesellschaft and the DLR, are involved.A concrete, targeted funding programme is

longterm. What is absolutely vital for the future viability of the maritime industry is not simply its ability to build special-purpose vessels that are powerful and safe, but primarily its ability to deliver environmental compatibility and ensure that resources are used carefully for all system components over their entire life cycle. The further optimisation of the development, manufacturing and service processes, in view of the possibilities that will become available through Industry 4.0, will be of considerable benefit to the maritime industry.

How does Rolls-Royce Power Systems go about investing in a modern environmentally compatible maritime industry? What are the key technologies involved?In our maritime business, we focus increasingly on environmentally friendly solutions that look to the future and are designed to reduce pollutant emissions, in addition to providing low consumption of energy and raw materials. We are currently looking at and testing a variety of innovative marine propulsion systems, ranging from bespoke hybrid propulsion systems to a gas engine for mobile applications that produces 25% less carbon dioxide than a diesel engine, significantly fewer NOx emissions and no sulphur oxide emissions. We are also working on engines that can operate on fuels generated from renewable sources or on alternative fuels, such as biogas, methanol, ethanol, bio oil or liquid gas (LNG). The recovery and use of engine waste heat in particular offers the potential for an even more

German Chancellor Angela Merkel officially opened the ninth National Maritime Conference in Bremerhaven on 19 October 2015. Experts from the fields of administration, politics, defence, science and industry held discussions on the maritime industry as a sector of the economy over the two days of the biennial conference. The results of various forums were brought together in a “maritime strategy” presented by the federal government's maritime co-ordinator, Uwe Beckmeyer. Dr. Ulrich Dohle, chairman of Rolls-Royce Power Systems, discussed the issue of “promoting an innovative and environmentally friendly maritime industry” with other experts in the field and explains here the outstanding role that the industry can play in the future.

The German government sees the conference as the most important dialogue platform for securing the competitiveness and future viability of the maritime industry in Germany.

efficient use of the energy input. Compared with today‘s levels, a further 5% reduction is possible. If, in addition to that, we improve the entire propulsion system even further, then 15 to 25% of the energy input can be reduced. To do that, however, we need more investment funds for even more intensive R&D.

The maritime coordinator of the German government, Uwe Beckmeyer, has presented a recently prepared maritime strategy. What aims do you, as a representative of the maritime industry, associate with the new concept?The focus of the strategy for the maritime industry in Germany, in my view, should be placed on a special green and high-tech campaign. What is important is to promote more efficient and more innovative technologies that are also more environmental and resource friendly along the entire value-added chain, primarily for manufacturing processes, energy management and propulsion systems and engines. In addition to that, ensuring that we have well-qualified young professionals in all areas of the business (specialists, engineers and scientists) and maintaining skilled jobs should be the focus of joint efforts on the part of the German government, state governments and industry.

The Federal Republic is interested in equipping the maritime infrastructure, vessels and ports with environmentally friendly technologies to keep emissions and energy consumption as low as possible,. The development of green and high-tech solutions requires further large-scale investments. For this reason, we are appealing to politicians to create the framework conditions that will enable us to develop the innovations needed.

Would you briefly outline the importance the green and high-tech campaign has for you?With a joint green and high-tech campaign involving both the state and industry, which can set international standards, it is important to face future challenges in a firm and sustainable manner. By carrying out research development in forward-looking capabilities and products, the technology leader role and the systems capability of the manufacturing sector of the German maritime industry can be secured in the longterm. With targeted incentives, the manufacturing sector of the maritime industry can develop into a sustainable driver of innovation.

What could the framework conditions look like in Germany for supporting a green and high-tech campaign in the manufacturing sector of the maritime industry? What specifically would you like to see supported?

How do you assess the potential of the maritime sectors for Germany as a business location, Dr. Dohle?The maritime industry is responsible for more than 400,000 skilled and well-paid jobs, makes a significant contribution to the development of the economy in Germany and is one of the key factors behind Germany's export strength. The maritime industry has a very important strategic role to play for Germany as a business centre, on both an economic and a technological level, and is also one that offers growing potential as a result of the systematic use of innovative technologies.

The global economic situation has rarely been so complex and so challenging as it is today – what can the maritime industry do to change the situation? In other words, how can we deal with the challenges we now face?Maintaining and increasing the systems capability of the maritime industry are vitally important factors for the continuing positive development of the maritime business. The systems capability of the companies competing in this field includes full control of all the individual processes, ranging from research and development to production and after-sales support, maintenance and service even while the systems are in operation. A maritime industry with systems capability will be able to secure and create long-term employment and training of highvalue and will thus remain attractive for highly qualified naval architects and maritime specialists in the

needed that is designed to maintain and expand systems capability and to achieve technology leadership in challenging platforms and propulsion systems. It should include as its main focus the funding of innovative technologies in shipbuilding, in addition to energy-efficient, environmentally compatible propulsion systems and engines, such as gas engines and hybrid propulsion systems.

Words: Silke Rockenstein Pictures: Bundesministerium für Wirtschaft und Energie/ Heller

To find out more, contact: Silke Rockensteinsilke.rockenstein@rrpowersystems.comTel. +49 7541 90-7740

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ineMTU engines for Alaskan ferries

However, the AMHS is more than a scenic tourist attraction. The system also plays a critical role in maintaining several other industries that are vital to Alaska's economy. Commercial fishing, retail, construction and oil exploration companies all rely on the AMHS to move goods, equipment, vehicles and personnel along several ferry routes throughout the Alaska Gulf Coastal region every year. In order to serve many of its customers and achieve its goals, AMHS relies on MTU.

Cruising Alaska’s water highwayThe Alaska Marine Highway System is a ferry network that operates as a division of the Department of Transportation and Public Facilities for the State of Alaska. Operating yearround since 1963, the AMHS is an integral part of the State highway infrastructure. The system has continued to grow and incorporate new ports of call throughout its more than 50 years of operation, and is also the only marine route that has been designated a National Scenic Byway and All-American Road by the US Government.

The system provides regularly scheduled passenger and vehicle service to more than 30 communities in Alaska, many of which are not

accessible via the road system. The southern gateway cities of Bellingham, Washington, and Prince Rupert, British Columbia, provide important links between Alaska and the “Lower 48” states.

The AMHS fleet presently consists of 11 vessels, with additional ferries being planned. Two of the fleet's fastest vessels are fast vehicle ferry (FVF) catamaran ships, the FVF Chenega and FVF Fairweather, which have been powered by MTU marine diesel engines since they were built in April 2003. One of those fast ferries, the Chenega, plays a particularly interesting role within the system. Powered by four MTU 20V 4000 M73L marine engines and propelled by Rolls-Royce water jets, the 235ft (72m) ship is capable of speeds up to 40kn while carrying 250 people and 40 vehicles. That speed and power are necessary, since the ship can potentially travel up to 235 miles per day.

Chenega's home port is in Cordova, Alaska. Its typical daily route begins with a morning trip across Prince William Sound to the former World War II supply depottown of Whittier. Until recently, the only other means of accessing or leaving Whittier was by rail, but a newly widened

The state of Alaska has long been known as a tourist’s paradise. Since much of Alaska has no road access, taking a ferry on the Alaska Marine Highway System (AMHS) is a great way to see the spectacular scenery and landscapes that can be found only along 5,500km (3,500mi) of coastline in “the last frontier.” From the grandeur of the Kenai mountains to the vast waters surrounding the remote reaches of the Aleutian Islands, the AMHS offers its vacationing passengers a wide variety of amazing things to see and experience, including active volcanoes, wildlife in its natural habitat, glaciers, fjords and rich cultural history. It’s no surprise that the AMHS is a vital part of Alaska’s overall tourism business.

Captain Wayne Carnes loves the fascinating landscape of Alaska and his job aboard the ferries.

The ferry Chenega rises out of the water like an enormous behemoth. The 72m vessel is powered by four MTU 20V 4000 M73L engines.

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tunnel can also accommodate passenger vehicles. After unloading and reloading in Whittier, Chenega then either returns to Cordova or makes a triangle run to Valdez, depending on passenger needs. All told, Chenega and its crew log a 12h day moving passengers and vehicles. At each stop, crews help load passengers and vehicles onto the ship. When Chenega reaches a subsequent stop, another crew helps offload and reload. Back in Cordova, a small night crew inspects, refuels, cleans and restocks the ship after the workday is done.

Making connectionsThe ferries of the AMHS can reach areas of Alaska that would otherwise not be easily accessed. Roads can’t be built in certain areas of the region due to the mountainous terrain, avalanche danger, environmental concerns and state budget constraints. Early season traffic is mostly made up of commercial fishermen, which makes sense when you consider that the seafood industry creates 78,500 jobs and contributes $5.8 billion to the Alaskan economy every year. When those fishermen need to relocate their 36ft fishing boats to Cordova for storage, the Chenega can carry up to six of those vessels on its car deck. Much of Chenega's other passenger traffic throughout the summer months is from Anchorage, consisting of both locals and tourists. The grocery stores in the remote towns of the region also depend heavily on the AMHS. Fully

loaded trucks ride aboard the ferries to resupply the stores with food, medical supplies and other necessities of life for the residents along the ferry routes.

Full speed aheadThe Chenega and Fairweather were originally powered by MTU Series 595 engines when the ships were built. When the AMHS leadership team decided to update the engines on the Fairweather and Chenega, they chose to continue to power the FVF vessels with MTU engines. It turned out to be an obvious choice.

“It made sense for the State of Alaska to stay with MTU. We have a working relationship with MTU,” said Wayne Carnes, an AMHS ferry captain. “MTU has a large stake in making sure the new engines perform. They have demonstrated a commitment to solve any problems that arise with the engines, and that’s very valuable to the State of Alaska. When we have asked questions or raised concerns, the response by MTU to our concerns has been good. Customer service makes a big difference.”

Earlier in 2015, the Chenega went through its repower process at Foss Shipyard in Seattle, Washington. The ship’s new MTU Series 4000 engines were installed and commissioned, and the ship was then tested during a two-day sea trial session. With support from MTU

distributor Pacific Power Group, engineers from MTU America Inc. along with members of the Chenega’s crew and other AMHS representatives, ran the Chenega through a series of extensive performance and endurance tests on Puget Sound. The results of the tests were positive, according to the crew and the engineering team.

“The engines performed perfectly, as we expected due to the extensive system testing conducted by the MTU, Foss, and AMHS teams during the construction phase of the project,” said Andrew Packer, senior manager, Marine Application Engineering, MTU America. “We were able to constantly monitor the performance of each engine as it responded to the Chenega’s control system during sea trials. The success of this project would not have been possible without the team at Foss, our distributor Pacific Power Group, and all of our partners who helped us along the way.”

“The State of Alaska is pleased to see the repower of the Chenega complete and on time,” said Mike Neussl, Alaska Department of Transportation and Public Facilities deputy commissioner. “The new engines will help the vessel provide safe and reliable service to Alaska’s residents and visitors for many more years.” To the people of Alaska, the AMHS is more than just a transit system. It’s a lifeline for the state’s residents, and for the state’s economy. To the thousands of tourists who visit Alaska every year, the AMHS is more than a ride from place to place. It’s a passage into the “final frontier,” and a gateway to experiences they wouldn’t encounter anywhere else in the world. To MTU, the AMHS is more than just a customer. It’s a partner in a strong relationship that has lasted several years, and will continue to grow stronger.

Words and Pictures: Gary Mason

To find out more, contact: Andrew Packer andrew.packer@mtu-online.comTel. +1 24 8560 8250

In total, the Chenega and its crew spend 12h a day carrying passengers and their vehicles to their destinations.

Marine

Andrew Packer (MTU) andGordon Kramer (Foss SeattleShipyard) inspect the engine room of the Alaskan ferry.

The ferries provide a fantastic platform for exploring the 5,500km of impres-sive Alaskan coast-line.

24 I MTU Report 03/15 MTU Report 03/15 I 25MTU Report 03/15 I 25

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The cooling system on the illustrated engine consists of two separate circulation systems: a high-temperature and a low-temperature system. In the high-temperature system, the coolant first flows through the oil cooler (1), continues to various engine components such as cylinder liners and cylinder heads (2) and then passes into the two-part exhaust gas recirculation cooler (3). The independent low-temperature system carries the coolant simultaneously to the two charge-air intercoolers (4) and the charge-air cooler (5). Both coolant flows are ultimately carried by pipes (6) to the engine cooler (not illustrated) where the heat they have absorbed is removed by the ambient air. To that end, the cold ambient air is blown through the engine coolers by the fanwheel (7).

1 Oil cooler2 16 cylinder liners and 16 cylinder heads3 Exhaust gas recirculation cooler (twopieces)4 Two charge-air intercoolers5 Charge-air cooler6 Pipes7 Fanwheel

Flame temperatures of over 2,000°C that occur during the combustion of diesel fuel stress cylinder heads, pistons and other engine components to their limits. There-fore, excess heat has to be quickly and reliably dissipated via the cooling system. This is a job for which water appears predestined – with the help of some added extras.

For years on end, it does its job unnoticed, covering hundreds of kilometres a day. Only rarely is it paid any attention even though it is essential to engine survival. What we are talking about is engine coolant, a mixture of water, corrosion inhibitor and, if required, anti-freeze. It is a multitalented master of many skills that makes sure engine components do not overheat. But it also plays an important role in combustion. It cools the charge air delivered by the turbo to the combustion chamber from a temperature of 250°C down to 50°C. That not only increases power output, it also helps to reduce nitrogen oxide emissions.

Circulating through the engine at 10kphIt is early morning. The sun is just rising above the horizon, and the working day for the 2,240kW (3,000hp) haul truck is about to start. The driver turns the ignition key and the 16-cylinder Series 4000 engine starts up instantly with a throaty rumble. Time for the coolant to get to work. A coolant pump starts circulating roughly 250l of liquid at a pressure of 1.5bar. Inside the closed circulation system, the water-based mixture flows along the 9cm diameter cast-iron pipes. First of all it passes through the oil cooler, around the cylinder liner and into the cylinder head. It continues via other components subject to high thermal stresses, such as the turbocharger and, on vehicles that are required to meet the American EPA Tier 4 emission limits, the exhaust gas recirculation cooler. “The engine coolant reaches temperatures of 105°C, and in military engines maximum temperatures as high as 130°C are possible because it is pumped around the cooling system at a pressure of 4bar,” explains Ralf Speetzen, hydraulic and combustion simulation team leader at MTU. “The primary aim is to ensure

the coolant doesn't boil, because that would overheat the components and damage the corrosion inhibitor and anti-freeze.” To prevent that happening, the water-based mixture has to be cooled down again – which is the job of the radiator. The coolant negotiates numerous copper-finned passages to make its way through the radiator. Measuring more than two metres by three, it sits at the front end of the haul truck. Unlike a car radiator, which most of the time can make use of the airflow from the movement of the vehicle, a haul truck radiator needs a fan 2m across to provide a flow of cooling air to remove the heat. Finally, having been cooled to between 60°C and 30°C, the coolant exits the radiator and flows back to the pump. And so the next circuit starts.

Sea water instead of airMarine engines are a peculiarity. Many of them use sea water to cool the engine coolant. An additional pump draws the water from about a metre below the surface and delivers it directly to the engine cooler. There it absorbs the heat from the coolant and is then discharged back into the sea or lake. “Salts or contaminants in the water are dangerous. Salts form deposits at temperatures upwards of 48°C, which then attack the components. Dirt in the water can clog up the pump or the pipes. Both of those scenarios have an adverse effect on heat transfer,” explains Helmut Rall, MTU cooling systems expert. “To stop that happening, all components that come into contact with sea water are made of highly resistant bronze. In addition, the pump is as large as possible but as small as necessary to utilise the limited space available most efficiently.”

Sea-water cooling is not suitable for everybody, however. “For ships that travel through polluted waters, cooling via the outer skin of the hull is the most sensible choice. On inland waterway vessels or tugs, for example, the coolant pipes run along the inside of the hull. In that way, the sides of the hull act like a giant engine cooler,” Speetzen explains.

Water – just made for coolingWater in its various forms and compositions is and remains the number-one coolant. More

Staying cool Engine cooling system

than any other fluid, it is capable of absorbing large quantities of heat before becoming too hot itself. What is more, it is cost-neutral and universally available, and produces no emissions – so it is a master of all trades with many positive characteristics.

Words: Alina WelsenArtist Impression: Adam Wist

To find out more, contact: Helmut Rall, helmut.rall@mtu-online.comTel. +49 7541 90-3522

MTU Report 03/15 I 27

26 I MTU Report 03/15

1 Contact: US Navy officers open the semi-submersible.  2, 3 A total of 275 bales of cocaine were seized from the semi-submersible.

A US Navy aircraft spotted a suspicious vessel hundreds of miles off the coast of El Salvador. A closer look revealed the craft was a self-propelled semi-submersible—a custom-built watercraft often used to smuggle large amounts of drugs. The US Coast Guard was notified and the vessel was monitored by air as it moved stealthily just beneath the waves. Meanwhile, the Coast Guard Cutter Stratton was alerted and moved in at full throttle to intercept.

Semi-submersibles have been a popular means of drug trafficking for more than a decade. At a cost of well over $1mill., these types of vessels are often constructed under jungle canopies, hidden from satellite surveillance. Similar to a submarine but without the ability to fully submerge, the craft sits with most of its hull beneath waterline. Camouflaged in blue paint with just the cockpit and exhaust pipes above water, semi-submersibles are difficult to spot by the human eye. Detection by radar, sonar and infrared systems is nearly impossible, since the vessels are constructed with fiberglass and produce minimal wake.

If captured, a smuggler’s semi-submersible has another devious element in its design. A valve in its hull can be activated to quickly flood the ship. That way, if the mission is compromised, the vessel and its contraband can be sunk to the ocean floor while the crew puts on life jackets and escapes to the surface.

Quick recoveryTo capture the vessel — and its illegal cargo headed for the United States — that day in the Pacific, time would be of the essence. US Coast Guard Cutter (USCGC) Stratton quickly got into position near the vessel. Its helicopter fired a few warning shots. Then, the cutter’s boarding team deployed an inflatable boat and boarded the semi-submersible. Four individuals inside surrendered and were detained.

US Coast Guard personnel recovered 274 bales of cocaine weighing more than 12,000 pounds packed inside the drug-trafficking vessel. The estimated street value of the drugs was $181mill.—the largest bust of its kind by the Coast Guard. And the seizure could’ve been even larger. The crew of the Stratton attempted to tow the vessel to shore as evidence, but the semi-submersible began taking on water and sank. Approximately 2,000 pounds of cocaine was left in the SPSS vessel to stabilize it during the towing operation.

7,400kW @ 1,350rpm. “With all the missions they perform, the Coast Guard needed as much space on the ship as possible. The Series 1163 was the only engine out there with the power-to-weight ratio to do the job,” says Young. The multimillion-dollar propulsion system also includes a gas turbine, Rolls-Royce controllable pitch propeller system, three-component gear system and completely automated propulsion control system. The entire system was packaged and integrated by MTU. Big-time support for long-range missionsAs MTU America’s largest marine customer, the US Coast Guard counts on MTU's Large Engine Service group to make sure that its vessels are in top condition at all times. Regional support sites are located near the Coast Guard’s West Coast home base in Alameda, California and

Only constant vigilance and deep resources can slow the steady influx of illegal drugs into the United States. The US Coast Guard (USCG) is a powerful force in this never-ending fight. Its mission is to serve and protect the United States’ maritime borders from all threats, including those posed by drug trafficking organizations. Through advancements in technology and an expanded fleet, the USCG has stepped up its capabilities in the Gulf of Mexico and the Caribbean.

On patrol all over the world, the USCG fleet includes national security cutters, fast response cutters, coastal patrol boats and motor lifeboats. The engines and electronics provided to the Coast Guard are perfectly suited for punishing environments. “Because these vessels often stay at sea for long periods of time, they demand a great deal from their propulsion systems,” says James Young, senior manager at MTU Large Engine Service. “When the USCG entered into the branch of the Department of Homeland Security, the expectations on their vessels became even higher.”

The ultimate line of defenseDrug-running semi-submersibles are no match for the Coast Guard’s new breed of National Security Cutters. The USCGC Stratton is the third Legend-class cutter to join the Coast Guard fleet. Legend-class cutters are the second longest of all USCG cutters, trailing only research icebreakers. They specialize in long-range, highly challenging missions. At 418ft long and 4,500tn.l., Stratton is ready to meet the unprecedented demands being placed on new Coast Guard vessels.

The USCGC Stratton is equipped with one of the most sophisticated and complex propulsion systems available. Built to accommodate a crew of 110 and conduct missions that last 90 days at sea, the ship can reach speeds of more than 30kn (35mph). Two high-speed 20-cylinder Series 1163 TB93 MTU engines provide a powerful foundation to the system, delivering

From the semi-submersible, the

cocaine is taken to the USCGC Stratton with the aid of a launch.

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US Coast Guard on drugs patrol

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4

1 The US Navy crews are assigned to drugs patrol duties for up to four months at a time.

2 The US Coast Guard attempts to tow the semi-submersible back to the nearest port. By no means a straightforward undertaking.

3 MTU America technician Wes Cook removes a 20V 1163 TB93 cylinder head from Stratton during the 6,000h maintenance.

4 The US Coast Guard crew proudly pose in front of their drugs haul — 30t of purest cocaine.

1

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More on that ...

A video of the US Navy on the hunt for drug smugglers. Don't have a QR code reader? Go to https://goo.gl/X1C4Ef

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their East Coast home base in Charleston, South Carolina. With technicians trained for Series 1163, automation technicians and a local parts inventory, the team is well equipped to support the Coast Guard’s critical missions.

The Coast Guard places a great deal of responsibility on MTU to maintain its engines and

propulsion systems. “They expect exceptional service, genuine parts and world-class technical support 24h per day, seven days per week, 365 days of the year, at ports all over the world,” says Young. “We receive a lot of emergency requests in very far off destinations, and we’re ready to

go at a moment’s notice.”

The office in Alameda, California, is located eight

miles away from the USCG base, where

three Legend-class cutters are

stationed. Most engine service is performed on shore, but there are times that a cutter is serviced at sea as well. The Coast Guard covers a huge area – from the

Arctic Circle to the southern tip

of South America. Technicians are often

sent to distant ports all over the eastern Pacific to

perform service. Sometimes, they’re helicoptered to the

cutter hundreds of miles offshore.

Typically, a national security cutter such as the USCG Stratton is at sea for three months at a time. It’s on patrol 265 days a year and stationed at port for scheduled and unscheduled maintenance for the other 100 days—usually a three-month period and a one-month period. “Running 3,500h per engine per year is substantial for any marine engine of this size. It’s a challenge to maintain these engines in the relatively short periods of time the vessel is docked,” says Young. For example, scheduled 6,000h engine maintenance can take about four weeks with four technicians working 50 to 60h per week. One cylinder head weighs 220lb. Massive cranes and complex logistics are just a small part of the equation.

Ready for anythingIt takes exceptional resources to keep Coast Guard cutters running smoothly. The warehouse in Alameda is equipped with a large inventory of ValueSpare genuine parts and full arsenal of special tools designed specifically for large MTU engines. Later this year, the group will move from its current warehouse to a new facility nearly five times its size. This additional space will allow

MTU to meet the demands of the growing Coast Guard fleet as well as the US Navy.

Just like the Coast Guard, the MTU service group is staffed with an elite team of experts. Most are ex-Coast Guard service technicians, who have amassed years of hands-on experience with National Security Cutter propulsion systems. “Due to their backgrounds, our team has the mindset to go anywhere at any time, along with the professionalism and work ethic you expect from Coast Guard personnel,” says Young.Team members sharpen their skills with annual training at MTU headquarters in Friedrichshafen, Germany. All are trained to service Series 1163 engines, along with the massive 11ft-high Series 8000 engines used by U.S. Navy Littoral Combat Ships and Joint High Speed Vessels. The combination of expertise, readiness and resources has made the Large Engine Group the perfect partner to help the USCG and U.S. Navy conduct their critical missions.

Making a differenceOn August 10, the USCG Stratton returned to California after its four-month patrol of the eastern Pacific Ocean. Stacked on its flight deck was more than 66,500lb. of pure cocaine valued at more than $1 billion—the largest drug offload in US history. In addition to the $181mill. seizure off the coast of El Salvador, the Stratton intercepted another semi-submersible and seven other vessels. It took four hours for members of the Stratton to unload the record-breaking haul.

A few miles away in Alameda, the MTU team was feeling immense pride as well. Every bale of pure cocaine unloaded that day had been destined for American streets and neighborhoods. This was yet another moment that reminded the team of the importance of their work. It was a day to reflect on a job well done. But not for long. Because tomorrow, it would be time to go back to work.

Words: Chuck MahnkenPictures: US Coast Guard

To find out more, contact: James Youngjames.young@mtu-online.comTel. +1 51 0333 0701 Guatemala Honduras

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Drug smuggling is constantly on the increase in the USA. The people responsible for combating it on a day-to-day basis are the local US Coast Guard crews.

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COMPASS

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Clean water fresh from the tap: absolutely unremarkable for Eleonora and Sofia thanks to the quality of Lake Constance water.

Emergency backup genset for water authority

From lake to tableIn the summer of this year, the Lake Constance water association commissioned a new emergency power genset supplied by MTU Onsite Energy. The new gensetis an addition to the existing emergency power setup and safeguards the supply of domestic water for 4mill. people in the German state of Baden-Württemberg in the event of a grid power outage. With a mechanical output of 6,500kW, this 9m-long energy generator is the most powerful genset ever built by MTU.

On 25 October 1954, 13 towns and local communities joined together to establish the Lake Constance water association in order to supplement the domestic water supply with additional water from Lake Constance to cover the constantly growing demand. Today, the Lake Constance water association keeps its 181 members — representing a total of 320 towns and local communities with a population totalling around 4mill. constantly supplied with sufficient quantities of best-quality household water from Lake Constance. The water is drawn from the northwestern stretch of Lake Constance, known as the Überlinger See, at a depth of about 60m and pumped by six large pumps to the water treatment plant perched on the Sipplinger Berg mountain at an altitude of roughly 310m. There, the already very clean Lake Constance water is treated with micro-screening, ozone and filtration systems to produce domestic water of a very high quality.

The capacity of the pumping and treatment works is roughly 9,000l/s, and on any one day a maximum of 670,000m3 of water is allowed to be drawn from the lake. Around 1,700km of mostly large-diameter piping carries the water to the farthest corners of the state. Today, the Lake Constance water association supplies its members with around 125 million m3 of water a year. That figure makes it the largest water supplier in Germany.

Covered if the power goes downIn order to be able to reliably supply domestic water to the 181 association members spread across the state of Baden-Württemberg, the Lake Constance water association has operated an emergency power supply facility equipped with two MTU gensets on the Sipplinger Berg since 1986. The new genset increases the available energy capacity from 8.8 to 15.3MW. That means that 3,000l of water a second can be pumped, treated and delivered. Dr. Marcel Meggeneder, technical director of the Lake Constance water association remarks: “The new emergency power supply system provides a large degree of added supply security for 4mill. people in Baden-Württemberg. The changes being made to the power grid systems at the moment as a result of the energy reforms increase the risk of a power outage. As of now, we are in a position to counteract that risk.”

If a power cut happens, the Lake Constance water association initially has large reservoirs from which it can maintain supplies to its customers. Only if the power stays off for an extended period are the emergency backup generators started up. To minimise the environmental impact and the wear and tear on components, the installation has consciously been configured for gradual power-up. Electricity can be produced after three to five minutes.

MTU Report 03/15 I 33

A maximum of 670,000m3 of water per day is allowed to be drawn from Lake Constance.

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Energy

Supply networkSubstationPressure-boosting pumping stationWater tower

Around 4mill. people living in an area stretching from Sünden to the very north of Baden-Württemberg are able to enjoy domestic water from Lake Constance.

58,000l is the amount of water drunk by the average person in a lifetime.

56 cents is the cost paid by the local communi-ties per 1,000l of domestic water (2015).

Half an hour is the time it takes for the water to be pumped from the point at which it is drawn from Lake Constance to the supply reservoir at an altitude of 706m.

40,000 is how many average consumers it takes to use the same amount of electricity as the pumps for the Lake Constance water supply.

2 days is the time it takes for the water to travel from Lake Constance to homes in Stuttgart.

A few facts about Lake Constance water

More on that ...

A video about the commissioning of the genset for the Lake Constance water authority. Don't have a QR code reader? Go to: https://goo.gl/PjbwWl

Biggest ever MTU gensetA team led by project manager Thomas Eimer at MTU Onsite Energy started planning the emergency power plant three years earlier. Apart from the engine and the generator, MTU supplied numerous other components for the power backup system, which occupies three storeys of a newly constructed building. They include air extraction and exhaust systems, air supply system, fuel system, engine cooling system, compressed air cylinder and switchgear. “'Engine only' is boring,” says Thomas Eimer with a certain amount of pride in this large and complex installation. To cool the charge air and the engine, the new genset uses water from Lake Constance. “The water is drawn from a depth of 60m and is never warmer than 8°C – ideal for cooling,” Thomas Eimer explains. The Lake Constance water association was then able to ceremonially commission the new genset in the summer of this year.

Words: Silke Rockenstein Pictures: Bodensee-Wasserversorgung, Robert Hack

To find out more, contact: Thomas Eimerthomas.eimer@mtu-online.com Tel. +49 7541 90-6577

The water association's new emergency backup genset is based on a high-speed MTU Series 956 diesel engine with 20 cylinders. Engines of the same design made by MTU also power large railway locomotives, ferries and other seagoing vessels. The power output of the new Type TB34 engine, which is being used for the first time at the Lake Constance water association, has been increased by almost 5% compared with its predecessor, the TB33. The engine's mechanical output is 6,500kW (50Hz/1,500rpm). That is converted by the generator into a rated electrical output of 7,800kVA. In 2016 and 2017, MTU will be supplying the next 10 gensets of this type to the Ostrovets 1 and 2 nuclear power plants in Belarus to provide the emergency power supply there.

The overall planning of the new installation on the Sipplinger Berg was carried out by EnBW AG. The sheer size of the plant meant that the planning, construction project management and site maintenance were “no ordinary task” even for Kurt Weber, the project manager for EnBW AG. A particular attraction had been the structural and electrical link-up of the new genset with the existing emergency power system to create a powerful and, above all, reliable overall system that was now also capable of operating in high outside temperatures.

The six large pumps draw the water from Lake Constance and pump it directly to the water treatment plant, which is roughly 310m higher up.

Thomas Eimer (MTU, right) explains the genset to David Stüble (Bodensee-Wasser-versorgung, left). With a mechanical output of 6,500kW, it is the most powerful genset ever supplied by MTU.

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The Lake Constance water treatment plant is located on the Sipplinger Berg. Lake Constance can be seen in the background.

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There is probably no other area at Frankfurt Airport as hermetically sealed as the runways. Apart from the planes, they are off limits to virtually everyone. But there is an exception: the vehicles supplied by Øveraasen. When it snows or freezes, they head out to plough, sweep and blow the runways clear again – in the space of a few minutes and with a force that requires the power of an MTU engine.

Runway-clearing vehicles at Frankfurt Airport

The Snow Patrol

Detlef Tauchnitz has been a co-ordinator for the runway clearing services at Frankfurt Airport for 14 years. “Too much routine is not a good idea – that's when you make mistakes,” he says.

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Frankfurt

Driving a car in the snow is difficult but possible. Apparently, there are even people who enjoy doing so. For aircraft pilots the situation is rather different. In contrast with car tyres, aircraft tyres have tread grooves running only lengthwise and not across the tyre – and thus no grip. If there is snow on the runway, the plane just slides sideways. “And the pilots never have the opportunity to practise those situations,” relates Detlef Tauchnitz, who works in the infrastructure, airport installations and ground services division of Fraport AG, which is responsible for the snow and ice clearing services on the taxiways, runways and airport facility and public areas of Frankfurt Airport. Together with his colleagues, he is responsible under the direction of the shift manager for making sure the runways, taxiways and aircraft parking bays on the aprons at Frankfurt Airport are kept clear of ice and snow.

One eye constantly on the weather reportDetlef Tauchnitz has been a drill trainer for snow and ice clearing services at Frankfurt Airport for 14 years, and trains the Fraport incident response team leaders among others. To ensure that the services function perfectly, he gets the latest weather forecast from the German Weather Service three times a day. So he constantly has one eye on the weather report and is ready to respond at any time. Whenever wintry conditions are forecast, the same sequence of operations always comes into action. The Weather Service informs the flight operations manager and the runway clearing services co-ordinator, who informs the duty runway clearing service. The runway clearing services co-ordinator decides which of three possible scenarios is to be signalled. The “gritting service” scenario means that only grit spreaders need to be deployed. “Limited clearing service” means that two response trains are on standby to clear the runways and taxiways of ice and snow. With the “full clearing service” scenario, there are four response trains – in other words, the full complement – on standby. They are supplemented by a special response group that specialises in clearing the taxiway bridges. Regardless of which scenario is signalled for the taxiways and runways, clearing of the airport facility and public areas of Frankfurt Airport is always ensured.

But today it does not look like snow at all. It is foggy and grey – typical November weather. Detlef Tauchnitz has called together the first response train for a practice drill. After 11pm, when there are no more aircraft taking off or landing they will practice an emergency call-out. “They” are the 14 drivers of the vehicles in response train FR77. Their vehicles are all marked with a green dot to show that they belong together. As yet, the vehicles are still parked on a

side track and the drivers are preparing the snow sweeper that they will be driving tonight. One of the drivers is Joachim Jung. In his mid-50s and an interior fitter in his day job, he works for the Frankfurt Airport runway clearing service as a sideline in the winter. And he is not the only one.

“Playground for grown men”A total of nearly 1,400 staff will be employed over the coming 2015/2016 season. Around half of them will be on call in the months from November to March. Frequently, they are farmers, wine-growers, construction workers or even pensioners who have the appropriate driving licence and have completed the preparatory training course run by Fraport AG in the summer. For many of them it is a chance to sample the airport atmosphere from the inside. “It's the perfect playground for grown men,” says Joachim Jung, who points out that one does not get vehicles like these snow sweepers on ordinary roads. "I always look forward to the winter and hope for plenty of show, of course," he laughs. Sitting next to him is his colleague, Kai Richter. This is his first day on the job, and he is to operate the equipment.

Jung is just explaining to him how the RSC 400 runway snow sweeper in which he is sitting works. It is made by the Norwegian airport equipment manufacturer Øveraasen. A runway snow sweeper consists of an articulated tractor unit, an oversized snow plough and the Øveraasen snow sweeper. The snow plough at the front clears 80% of the snow out of the way.What is left is tidied up by the sweeper brushes and a powerful air fan. The machine is attached to the truck and is driven by a six-cylinder OM 500 engine from the MTU stable. At the press of a button, the driver can lower the sweeper brushes onto the taxiway and simultaneously set the angle at which the brushes are to operate.

100% availability“These machines are fantastic, and above all reliable. In the 14 years that I have been doing this job we have never had one break down on us,” relates Detlef Tauchnitz. Dressed in the luminous yellow high-visibility jacket that everybody has to wear on the taxiways and aprons, he walks from vehicle to vehicle, chatting with the drivers. He knows them all because they all attended a three-day basic course that he ran in the summer. In it they learned more than how to operate the vehicles. An essential part was the runway clearing drill, because when they are called upon, everything has to operate like clockwork. A response train has to clear the runway in only 30min.

Runway snow sweepers clear the wayA response fleet consists of up to 21 vehicles. Right at the front is the team leader's vehicle

The tread on an aircraft tyre does not have any grooves running across the tyre, only lengthwise. So manoeuvring an aircraft on snow or ice is impossible.

Joachim Jung (left) and his colleague Kai Richter drive a snow sweeper made by Øveraasen.

Ready to roll: the snow sweepers supplied by Norwegian airport equip-ment manufacturer Øveraasen are on standby. Once flights have finished for the day, they are due to have their annual practice drill before winter sets in properly.

On-site briefing: many of the drivers are new to the runway clearing service and will be learning how the process works tonight.

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– just a standard VW minibus, though fitted out with a two-way radio and GPS tracker. The response team leader is in contact primarily with the manager in charge, the clearing service co-ordinator and the German air traffic control service, DFS. If the runway is clear, the team leader can lead the snow-clearing fleet onto it. As long as the fleet is on the runway, the co-ordinator can see from the GPS tracker signal from the first and last vehicles that occupy the runway. “Visibility is often so poor that the control tower cannot see the vehicles, so the GPS signal is very important,” explains Tauchnitz, adding that frequently even the drivers cannot see further than the vehicle in front and so have to precisely follow the instructions they receive by radio from the leading vehicle. Following behind the team leader's vehicle are the runway snow sweepers, fanned out in an echelon formation, one behind the other. With their ploughs lowered and their brushes and blowers symmetrically aligned so that they all brush the snow aside in the same direction, they sweep across the runway system like a flock of migrating birds. So in the end there is a wall of snow piled up at the side of the runway. That is then hurled onto the grassy areas up to 70m away by a snow blower. At the very end of the response fleet is a sprayer that spreads an approved and environmentally safe formate (formic acid salt). That prevents the surface icing over again and melts any residual or newly falling snow.

Ice sniffer measures surface gripWhat then follows is not tried out in the practice drill, but is pure high-tech. A friction tester drives over the runway after it has been cleared to measure the grip — in other words, the frictional properties of the surface. Outwardly a Saab 900 estate, it is an ice-sniffer, so to speak, with

five wheels. Four are its normal road wheels while the fifth has an eight-inch-wide tyre that is identical in design to those used on an aircraft's undercarriage. As the driver speeds along the runway at about 100kph, the fifth wheel is hydraulically lowered so that sensors in the wheel can measure the friction between it and the surface and, therefore, the available grip. That information is passed via the control tower to pilots who are on the approach flight to the airport at the time.

Waiting for winterThe drivers are not aware of any of that. They are waiting in a parking area to be called out again. “Our drivers are permanently on standby on a four-shift rotation throughout the winter,” elucidates Roland Schwarz, head of Infrastructure, Airport Installations and Ground Services at Fraport AG. Even at night when the law prohibits flying, they have to be ready, because in an emergency and/or if the Ministry permits a landing in exceptional circumstances, at least two takeoff and landing runways in the runway complex must be available. “2012/2013 was a very eventful season, for example,” cites Roland Schwarz. “We had very heavy and wet snow here, and that was a real challenge for us.” What did he think it would be like this winter? “If only we knew,” Detlef Tauchnitz observes. “So far we have had relatively mild temperatures, but that means nothing. It can all change very quickly.”

Words: Lucie MaluckPictures: Robert Hack, Øveraasen

Find out more, contact: Tobias Franktobias.frank@mtu-online.com Tel. +49 7541 90-7054

A 360hp MTU Series 500 engine drives both the sweeper brush and the blower jets of the snow sweeper. Detlef Tauchnitz and his colleague Markus Arndt (left) check the engine.

The TV 2200 is the world's biggest snow blower. Powered by two MTU engines with a com-bined output of 2,000hp, it can clear 12,000t of snow an hour and throw it a distance of 50m.

The first TV 1000 Plus snow blowers were delivered in November and December 2015. They are equipped with a unique “flying cab” system that allows the driver's cab to be positioned forward or rearward of the snow blower spout so that the driver always has the best possible view when working – whether loading or clearing.

The Øveraasen Series RS 400 snow sweepers clear the runways by first ploughing the snow aside and then removing what is left with the sweeper and blower. While older vehicles are powered by the MTU Series 500, the newer models are fitted with an MTU Series 1100 six-cylinder in-line engine that conforms to the EU Stage IV emissions standard.

Equipped for every kind of snow

Almost all the snow-clearing vehicles made by the Norwegian airport equipment manufacturer Øveraasen are fitted with MTU engines. There are the RS 200 and the RS 400 runway snow sweeper, which are towed by an articulated truck/tractor unit, for example. In those rigs, 320kW MTU Series 1100 engines drive the complete machine. The machine's brush rotates around its own axis 720 times a minute and the blower speed is 140m/s. The machine can clear over 350,000m2 of surface area per hour.

Another speciality from the Øveraasen is the self-propelled snow blowers. They often follow at the back of a snow-clearing fleet, and their job is to clear the pile of snow left at the edge of the runway by the runway sweeper. They can clear up to 12,000t of snow per hour. If there is enough space, they blow the snow onto the grassy areas next to the runways and taxiways. The snow on building fore-courts, freight yards and aprons always has to be carried away. It is piled up and loaded onto more than 100 lorries by smaller snow blowers. The trucks take the snow to the southern part of the airport, where it is stacked up using wheeled loaders, snow blowers and two ski-piste dozers.

Øveraasen has three different types of self-propelles snow blowers in its current range. The Type TV 1520 is powered by a single MTU 16V 2000 engine that employs its 1,100kW of power to drive both the vehicle and the blower. The TV 2200 is the world's biggest self-propelledsnow blower. It requires the power of two MTU engines. A Series OM 502 unit drives the vehicle while the blower gets its power from a 1,100kW MTU Series 2000 engine. At Frankfurt Airport they call there machine “the monster.” The latest addition to the range is the smaller Type TV 1000 Plus. The machine is powered by a 730kW 12-cylinder MTU Series 1600 engine: it can clear up to 7,000t of snow per hour. This vehicle is also MTU-powered. It has a six-cylinder Series 1000 under the bonnet. The first vehicles of this type were delivered to the airports in Paris, Charles de Gaulle Airport and Orly Airport, in November and Decem-ber 2015.

«Frankfurt Airport is one of the most important clients for Øveraasen. They have nearly 55 of our vehicles in their taxiway and runway clearing fleet. And almost all of them are fitted with MTU engines.» 

Thor Øveraasen, Øveraasen Director

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Futu

reAn interview about the future of shipping

Diesel? Gas? Hybrid?themselves look “green.” Apart from that, there are legal requirements to be met, and natural gas offers an option in that respect.

So is gas the future?I am of the opinion that ship operators who work at a global level will not restrict themselves solely to natural gas in the next 10 to 15 years. They will maintain the dual-fuel capability, as they must always expect to have to refuel at ports where there is no natural gas. Diesel, by contrast, is available virtually anywhere.

In the future, will it be slow-running, medium-fast or high-speed engines that are most needed?Particularly when it is a case of natural gas as the fuel, we have seen in recent times that there has been a trend toward medium-speed, four-stroke engines, where in the past, slow-running two stroke engines were used. But that is only because they came first. So not a major trend.

What will shipping look like in 2050?Technically more complex, because the good old diesel engine will no longer get by without denitrification, sulphur removal systems and particulate filters. In 2050 I think natural gas engines will make up about 15% and the rest will still be diesel. But that is just my gut feeling. It may be that we will have entirely different fuels by then. In addition, shipping will be very largely automated although I don't expect it will be entirely unmanned. I don't think that ships will one day sail the oceans without human crews – because who will repair an injection pump in an emergency? Sea travel will simply become more complex and more expensive.

Will the emission restrictions one day be so strict that diesel will be entirely out of the question as a fuel?Emissions legislation will undoubtedly become stricter in terms of nitrogen oxides, sulphur oxides and CO2, and

Dr. Friedrich Wirz chairs the working party on marine engineering at the

Hamburg University of Technology.

there is almost no limit to that progression. But I do not believe that at some time the point will be reached when we will have to say that the diesel engine is no longer fit for purpose as the basic power unit. There will always be ways of controlling emissions or improving combustion processes so that those demands can be met. That applies both to diesel and gas engines.

What about hybrid systems?What actually is a hybrid system? By some definitions, it has to involve an electrical energy store, i.e. a battery. But you could also say that you have a hybrid system as soon as you combine an combustion engine with an electric motor/alternator. Hybrids of that second type are already widespread and will make further inroads, especially since the cost of frequency regulators continues to fall, with the result that they are slowly becoming affordable. This technology has now even found its way into large container ships. For smaller ships there are already a few hybrid systems with batteries. If I look at this question from the viewpoint of the shipping industry as a whole, I don't think that this type of hybrid will become established soon because the energy storage capacities will remain much too small for the foreseeable future.

What is the most important issue for you in all of these imagined futures?However shipping develops in the future, the most important thing for me is that the safety of shipping

remains a prime consideration. It is no use whatsoever having the most efficient propulsion system in the world if it suddenly packs up on you. Or you have a ship with too little motive power that becomes unmanoeuvrable in heavy seas. Despite the political pressure behind natural gas technology, gas propulsion systems should also be thoroughly planned, as natural gas is highly flammable. We shouldn't fall into the trap of bandwagon-jumping just so as to satisfy all the environmental demands.

Are you a seaman yourself?No, I am not a seafaring type at all; I've never travelled very far by sea either.

So how did you end up in this career, then?Marine technology is a very special subject in its own right. I also find it fascinating that every ship is a one-off. I grew up in Hamburg, right on the banks of the Elbe, so to speak, where ships pass right by you every single day. Then at university I specialised in marine engineering and so got to know and love this industry. And now I can't imagine doing anything else.

Interview: Yvonne WirthPicture: Robert Hack

from the propeller, and to do so especially in operating ranges in which ships mostly work – the mid-power range. We are familiar with the same scenario in cars: however amazing the efficiency, it is only any good if you can call on it in the mid-power range. This is where high-speed diesel engines in particular have an advantage, because they have a broader performance map than the medium-fast heavy-oil engines.

How important is the engine's role in the propulsion system?The engine is a component of the overall system. If I improve the

The shipping industry, with its heavy-oil and diesel propulsion systems, is constantly wrestling with the issue of health-harming and environmentally damaging emissions. The main culprits are nitrogen oxides (NOx), sulphur oxides (SOx) and soot particulates. Demand for alternative fuels such as natural gas is growing. The combination of political pressure and the trend toward "green" shipping plays an increasingly important role, including for the shipbuilding and supplier industries themselves. Professor Friedrich Wirz chairs the working group on marine engineering at the Hamburg University of Technology. Together with his colleagues, he is conducting research into increasing the efficiency of shipping as a means of transport. In this interview he talks about how alternative fuels are developing, the future of shipping and what he thinks future marine propulsion systems will look like.

You want to increase the overall efficiency of ships. What ideas do you have in that regard?We are looking at the entire efficiency chain — starting from the shape of the ship through the type of fuel, the conversion into motive power and the drivetrain to the design of suitable propellers. We want to combine individual components into a system as effectively and usefully as possible so that the operators get ships that properly meet their requirements. In shipbuilding you simply have to remember that every ship is a one-off. And that is precisely what makes our work so exciting. So, do operators come to you asking for the perfect ship?Yes, we get that too. We are always looking for industrial partners with whom we can research solution concepts. But we also get shipbuilders and operators asking us for advice.

If you could choose the propulsion system of the future, what would it look like?Good question. What the shipping business urgently needs are engines with wide performance maps. That means being able to call on high torque reserves across a wide range of engine speeds. That characteristic performance is needed in order to obtain significantly higher efficiency potential

engine by 1%, that has precisely the same effect on the system as a whole as if I improve, say, the propeller by 1%. In a large container ship, 1% equates to about two tonnes less fuel consumed per day.

Natural gas as a fuel is particularly close to your heart. Why?Mainly because of the environmental factor. Sometime or other there may even be a stable price advantage. If that were to happen, it would be used more widely. I keep the aspect of a CO2 benefit out of the equation because there may possibly be interactive effects with a loss of natural gas. If you compare a gas engine with a heavy-oil engine, there are clear advantages in terms of emission levels for sulphur oxides and soot particulates and, depending on the combustion process in the engine, nitrogen oxides as well. So natural gas or its liquefied form (LNG) could help the shipping industry clean up its image.

Why do ship operators actually choose gas engines?In some cases, people use them because they really are concerned about the environment or are keen to do everything to make

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The colourful sea world of MTU

Oceans of choice

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MTU and water – what belongs together stays together. Maybach, the company from which MTU originated, put its faith in

engines for the maritime industry, starting in the early 1930s. Today, roughly a third of the Rolls-Royce Power Systems

sales revenue is earned from marine applications. The range offered covers MTU Series S60, 1600, 396, 2000,

4000, 1163 and 8000 engines and complete propulsion systems. They can be used in merchant and military shipping as well as in luxury motor yachts, and offer power ratings extending from 261 right up to 10,000kW. Thousands of MTU diesel engines have been in use on the world's oceans, seas, rivers and waterways for many decades. They provide reliable service as main drive units or in on-board and emergency backup power marine generator sets to supply electricity for ship's services. For merchant shipping, MTU offers engines and generators for passenger ships and ferries; tugs; inland waterway vessels; special-purpose craft such as fire boats, sea rescue cruisers and SWATH boats; and service tenders for the offshore oil and gas industry and offshore wind farms. The naval

and government vessels powered by MTU engines include corvettes, frigates and destroyers, patrol

boats, supply tenders, landing and special-purpose craft, mine countermeasure vessels and submarines.

MTU is also the market leader in the mega yacht sector. In addition, MTU propulsion units can also be found in

standard yachts made of fiberglass and displacement yachts made of steel.

As a system supplier, MTU offers complete propulsion systems. The options available also cover automation

systems to suit every ship that ensure full deployment capability despite reduced manning levels. These include the

BlueVision_Advanced|NewGeneration and MTU Callosum systems.

Take a splash in the marine world of MTU and discover a selection of the ships powered by MTU.

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Picture credits: Abu DhabiShip Building, Anica Rohde/Thomas Nyfelder, Alaska MarineHighway System, AlexanderKerschgens, Armada Nacionalde la República de Colombia,Arminius Wer , Austal, AstillerosArmon, Azimut Grande, BAESystems, Baltic Workboats, BlackBox Photography, Blohm + VossGmbH, Blue20photography,Boskalis, Boston Harbor Cruises,Boston Towing & Transportation,Briese Schi ahrts GmbH & Co.KG, Brødrene Aa, BMT, BP, BWO shore, Cantiere Navale Vittoria,Condor Ferries, CRN Shipyard,Dag Pike/Owen Billcli e, DamenShipyard, Danish Yachts and BMT,DCNS, Deutsche Bundesmarine,Dettmer Reederei KG & Co,DDC, DGzRS/Die Seenotretter,Ebert & Söhne, E-Cra , EvolutionCommercial, Fairplay Towage,Feadship, Ferretti, FloridaMarine Transport, Francesca vanRooyen, Getty Images, GlacierCruises, Gri on Hoverwork, GulfCra , ICDAS Shipyards, Harren& Partner, Hatteras Yachts,Havariekommando, HeesenYachts, Hellenic Fire BrigadeDepartment, Irving ShipbuildingInc., Incat Crowther, IncatTasmania, Indian Coast Guard,Israel Shipyards Ltd, Klaus Jordan,Kometa, Korean Coast Guard,LCT Turkey, LotsbetriebsvereinCuxhaven, Los Angeles FireDepartment, Malaysian MaritimeEnforcement Agency, Marinenationale française, Melita PowerServices, Mike Brasler, MoranTug Boats, MPI O shore, MTUAmerica, MTU Iberica, NationalScience Foundation, NAVYPIX, NewYork City Fire Department, NinaFelicitas Kunzi, Njord O shore,Nobiskrug, North CarolinaDepartment of Transportation,Oceanco, Øyvind Hagen-StatoilASA, Pershing Yacht, PeterAndryszak, Petrobras, Point HopeMaritime Ltd, Port of Rotterdam,Reinauer Transportation, PSVHavyard, Rhode Island Fast Ferry,Rita Lewchanin, Riva, RobertHack, Rolls-Royce, Rossinavi,Royal Danish Navy, Royal FalconFleet, Royal National LifeboatInstitution, Royal NorwegianNavy, Sanmar Shipyard, ShaverTransportation, Siem O shore,Skansi O shore, Southern Towing,Starnav, Statoil, Stefan Söll, STM,Sunseeker, Tallink, ThyssenKruppMarine Systems, TKMS, TomGuldbrandsen, Tommy Solstad,Turbine Transfers Ltd, UAE, UKMoD/Crown copyright (2015), USCoast Guard, US Navy, Viking,Vripack, WasserschutzpolizeiSchleswig-Holstein, Wasser-und Schi fahrtsamt Stralsund,Wilmington Tug, Wind MW,Wolfgang Stolba, Yellow & FinchPublishers

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Life-giving elixirby Yvonne Wirth

Have you ever stopped to think how many times you come into contact with water every single day? It is 6am and the alarm goes off. Time to get up. And to help us come round, the first thing we do is take a swig of water. Then we switch on the coffee machine. Hot water runs through the black powder and the rich aroma of coffee wafts through the air. After breakfast, time for a quick brush of the teeth – with water, of course. Then before setting off to work, you fill a bottle with water to go with your lunch pack. Water is our constant companion, life-giving elixir and consumable product at the same time — fizzy or flat, in every possible flavour combination you can think of or frozen as ice cream for dessert. We also need it for washing, showering, flushing the toilet, cooling down, cooking or sprinkling the lawn – anywhere and everywhere we need its cooling and hydrating properties. People, animals and plants – all living creatures on the Earth need water to survive.

On first inspection we might think the world has water to spare in abundance. After all, seas and oceans cover more than 70% of the Earth's surface. However, only 2.5% of the precious fluid is fresh water; the rest is undrinkable salt water. And we humans have access to only to 0.3% of the fresh water. The vast majority of it is held in glaciers, ice or the soil. We use so much water as well. The average German used 121l of domestic water per day in 2014. In America, the average daily consumption was as high as 475l and in Singapore, 153l. Because of the effects of climate change, the uneven distribution of water across the planet and the high level of water consumption, increasing numbers of people will suffer from water shortages in the future. So make sure you properly appreciate your next glass of water, because despite the endless quantities of water in the world, it is more scarce than you think.

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Greener, meaner, leanerThe Series 1000 to 1500 will achieve the EU Stage V standards by means of internal engine design enhancements, an SCR system and the addition of a diesel particulate filter.

At the Agritechnica trade fair for agricultural machinery and equipment, MTU provided a preview of its drive system solutions to meet the future EU Stage V emissions directive. The directive is expected to come into force in Europe from the beginning of 2019 for mobile machinery and equipment. We talked to Bernd Krüper, head of the Construction & Agriculture business, and Frank Draese, programme manager for EU Stage V at MTU, about the world’s strictest emissions directive and the solutions being developed by MTU for the power range from 100 to 480kW.

Mr Krüper, how is MTU preparing for the future EU Stage V emissions standard? Krüper: Complying with the new emissions directive requires more than just expertise in engines. Our ambition is to optimise the entire powertrain and exhaust treatment system and supply our customers with a system tailored to their requirements. The product shall at the same time reduce the installation and adaptation work for our OEM clients (that is, equipment manufacturers), reliably meet the emission legislation requirements and efficiently deliver the best possible performance in the field. Together with our partners, we are currently further developing our proven Series 1000 to 1500 engines for EU Stage V, which will simplify integration of the future engine systems for our existing clients.

What is the biggest technological challenge for MTU in that process?Draese: The biggest difference between the present EU Stage IV emissions legislation and the impending Stage V is the fact that in future not only the mass of the soot particulates emitted by the engine is limited but also the number of particles. Limiting the number of particles is possible only by means of sealed particle filters. Therefore, to comply with Stage V we have to fit a diesel

particulate filter, or DPF for short, to our Series 1000 to 1500 engines for the first time. With the help of sophisticated technology, we have so far been able to meet the requirements by means of internal engine refinements and an SCR system. But despite the addition of a DPF, we are aiming to produce a solution that requires approximately the same space as the one for EU Stage IV/EPA Tier 4 final. For the Series 1100, 1300 and 1500 we will offer a one-box solution with integrated exhaust treatment system. It consists of a diesel oxidation catalytic converter, DPF and an SCR system. For the Series 1000, as well as the one-box solution there will most probably be a two-box solution for even greater flexibility in terms of installation.

Motorists have been familiar with DPFs on their cars for some years now. What is special about the DPFs for our engines?Krüper: It is true that DPFs have been in use for some years, including on cars and commercial vehicles. That means that we benefit in terms of our

development work and the end product from basic designs that have been tried and tested thousands of times over, and we also build on the extensive experience of our development partner, Daimler, and its suppliers. That has a positive effect in terms not only of the advanced and sophisticated technology but also of the attractive volume-production prices for our customers. That said, as our engines are used in tough and extremely varied off-highway conditions, they are sometimes subjected to different stresses and required to meet quite different load profiles. In terms of harmonising the overall engine system and adapting the regeneration strategies, that means a lot of work for us – which is a challenge we welcome with

the comprehensive expertise at MTU and Daimler.

Regeneration strategies – what does that mean in practice? Draese: Every DPF functions like a sieve that traps the unburned carbon soot particles. If that filter were to become clogged with soot, the exhaust back-

pressure would

rise considerably. The result would be higher consumption and loss of engine power. Therefore, the trapped particles in the filter have to be burned off at regular intervals. That process, which takes place at a high temperature, is called regeneration. For us, the challenge is integrating that process in the duty profile of off-highway engines. We are already pursuing some promising ideas for that.

Krüper: Agricultural and construction machines are often used differently from commercial vehicles. Lorries travel long distances at a relatively constant load, such as on motorways at a relatively even speed, so that regeneration is not usually a problem. Our exhaust treatment system has to function equally well in such diverse applications as mobile cranes and forage harvesters with entirely different load profiles. In such applications, high-load phases – such as when lifting loads or when harvesting – alternate frequently and rapidly, and often unpredictably, with idling phases. That requires an intelligent system that

Interview on EU Stage V technology development at MTUTe

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regenerates at the right moment and does so successfully. Because of the high temperatures produced during regeneration, it must not be allowed to happen on a field, for instance. To adapt the systems to all relevant applications and scenarios, we are conducting one of the most complex field trial programmes in the history of MTU.

What do those trials actually consist of?Draese: We will have well over 200 engines in use with OEM clients right from the development phase. Those engines are provided with measurement and testing systems and serve as trial units both for MTU and the OEM clients. The knowledge gained will help us get all engine variants ready for the market before Stage V

comes into force. That is important for some of our clients because they will produce

and sell large numbers of their vehicles early on.

What will change for OEM clients? Will they have to develop new vehicle designs? Krüper: For the OEM clients a lot will stay the same. The dimensions of our engines

Bernd Krüper (left) and Frank Draese (right) explain how MTU

is preparing for the future emission limits.

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will remain the same. The interfaces will largely be unchanged as well as far as electronics, cooling systems and PTOs, etc., are concerned. In that regard, the amount of work required will be quite small for the OEMs. One thing that will have to be tackled is the installation of the integrated exhaust treatment system – its size will increase slightly due to the DPF. We will be offering extensive advice and support to OEMs in that process.

And how will end users benefit from the future products? Krüper: End users will benefit from a number of advantages offered by the advanced engines. The engines will produce more torque but at the same time use less fuel. In addition, our drive systems will give vehicle users the certainty that their machines are highly reliable and environmentally safe in use, as they will meet the emission standards then applicable — albeit the environmental credentials do come at a price for the end user. The addition of the DPF means more complexity on the part of the drive system. But it goes without saying that users can rely on support from MTU service with the necessary maintenance.

Words: Rolf BehrensPictures: Robert Hack, MTU

Find out more, contact: Bernd Krüper

bernd.krueper@mtu-online.comTel. +49 7541 90-7007

Top: A suspended glass conference room? Nothing unusual at the Pionen data centre. Below: Below the glass walkway, row upon row of servers are lined up.

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Licence to keepA steel door opens the way to the underground world of Pionen White Mountains in Stockholm, Sweden. On entering the former nuclear bunker one is met, contrary to expectations, by pleasant, bright light. It is almost as bright as the daylight outside. We walk along corridors lined by solid stone white walls that take us 30m below ground. We then cross a long, suspended walkway into a circular office with glass walls. Below it there are row upon row of white servers. It looks like a scene from the James Bond movie Skyfall. But though it resemble the headquarters of a bad guy, in actual fact it is a data centre located directly below the Vita bergen park right in the middle of Stockholm. As the largest computer centre of the Swedish Internet service provider Bahnhof AB, it covers an area of 1,100m2. As many as 8,000 servers safeguard an infinite number ofgigabytes of data for clients all over the world, such as the whistleblower website Wikileaks.

In memory of its military origins, the cave is called Pionen White Mountains. As well as the name, another reminder of its past are the 40cm thick steel doors and the claim that the data centre is capable of withstanding the force

First independent Internet service provider

Bahnhof AB was founded in 1994 and was Sweden's first independent Internet service provider (ISP). Company headquarters are in Stockholm. Bahnhof operates a total of seven data centres in Sweden and is constructing a new 21MW facility named Elementica located in Stockholm.

The entrance to the data centre is a mysteriously shimmering door.

of a hydrogen bomb. To make sure the data centre staff feel comfortable deep underground, Bahnhof has thought up a whole raft of refinements. Apart from daylight simulation there are greenhouses, a waterfall and a 2,600l saltwater aquarium.

But it is not only physically that the largest data centre of the Swedish ISP Bahnhof differs from others of its kind. Bahnhof itself is not like other operators. For years it has been an advocate of protecting personal rights and freedoms in cyberspace and opposed to state surveillance of electronic media. It also destroys the IP addresses of its customers so as to undermine the Swedish anti-file-sharing laws. Maximum security is a vital part of the deal between Bahnhof and its clients who have high requirements regarding the digital safety of their data information. “Among our clients we have media houses, finance companies and others who want to prevent their information from ending up in the wrong hands. For the sake of our customers' privacy, we do not name any specific references without their permission, but our solutions are proven and market leading,” explains Jon Karlung, CEO at Bahnhof.

Backup power especially importantSo that the servers can be accessed even if

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Left: The data centre operator Bahnhof wants its staff to feel comfortable. So there is a waterfall, a botanical garden and a salt-water aquarium.  Right: The new MTU Series 2000 gensets have been ready to supply electricity in an emergency since the end of last year. They are both finished in a special aluminium paint.

The Thule city data centre

A second data centre in the middle of Stockholm is also to be supplied with MTU Series 2000gensets. It is the Thule data centre. Two gensets powered by 12-cylinder MTU engines willprovide the emergency power supply.

there is a main power failure, the availability of an emergency backup supply is essential. “Without a functioning power supply backup, our clients would not be able to access their data in an emergency. Losses in the millions would be the consequence for most of them,” Jon Karlung points out. To prevent the data centre going off-line at all, two MTU Series 2000 engines will be on standby in future. “Our engines provide 100% primary output during a power cut. If the mains power is off for 24h, they can even be operated at a permissible average output of 1,030kVA each,” explains Ralf Patschke from the Sales Department at MTU Onsite Energy. “In addition to that, they are extremely reliable and very economical.” The engines were installed by the MTU distributor Swed Motor. Engineers from Swed Motor also take care of the service. Bahnhof has even thought up something clever for the gensets. “We finished the gensets in a special white aluminium paint,” Patschke recounts.

“This is the first time MTU gensets have been used at Pionen White Mountains,” Ralf Patschke reveals. “In the past they used MTU diesel

engines that were originally used in submarines.” The two 12V 493 units had been in service since 1970 and were only replaced by the new gensets in 2015. As a little joke, Bahnhof installed a real German submarine hooter to signal the alarm in an emergency.

Eco-friendly data storageBut Pionen White Mountains is capable of more than securely storing vast quantities of data. “An enormous amount of heat is produced in a data centre, and that heat has to be removed to prevent damage to the servers,” explains Jon Karlung. “What is more, Sweden is a very cold country. And added to that, Stockholm has one of the largest district heating systems anywhere in the world.” The domestic properties need hot water all year round. In addition, the homes of Stockholm residents have to be heated in the cold winter months. So why not make use of the surplus heat from the data centre? That is precisely what Bahnhof thought, and it was the idea behind the decision to develop an environmentally friendly data centre in collaboration with the Swedish Fortum Värme. “We use the heat produced here to heat homes.

As many as 8,000 servers safeguard an infinite number of gigabytes of data.

The heat generated by the computer systems is fed into the Stockholm district heating system and so used directly to heat residential properties,” explains Jon Karlung. “That means the entire generation process is carbon-neutral and based on renewable energy. That reduces the reliance on conventional heating.” Words: Yvonne WirthPictures: Bahnhof AB

Find out more, contact: Ralf Patschkeralf.patschke@mtu-online.comTel. +49 7541 90-2589

The two MTU 493 (MB 820) units provided reliable power backup for 45 years in total.

More on that...

A tour through the Pionen data centre. Don't have a QR code reader? Go to https://goo.gl/hlShoC

Energy

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1 Which oil is suitable also depends on how an engine is used in the field.

2 Oil lubricates the moving engine parts such as the crankshaft and so reduces friction.

3 Engine oils perform an important protective function even under harsh ambient conditions.

To ensure that there is the right amount of oil in the engine, the level is checked by means of a dipstick.

Oil or nothingSuperior design and top-quality materials give MTU engines an edge in harsh environments, but proper maintenance keeps them powering forward. Engine oils provide vital protection and help keep operating conditions optimal, ensuring maximum power and torque no matter what the world has in store.

In the business world, when a job is important, you can expect a fairly lengthy recruiting, interviewing and hiring process. MTU approaches the selection and approval process for engine oil in a similar way.

Oil is the lifeblood of the engine. It reduces friction by lubricating the engine’s moving parts and helping to remove unwanted particles by capturing and transporting them to the filter —but that’s not where the work ends. It also helps prevent overheating by cooling the pistons and limiting blowby — the leaking of combustion gases into the crankcase — by sealing the gap between the cylinder and liner wall.

Choosing the right oil for an engine depends on several factors such as power output, heat generation, application, planned usage and whether the crankcase is open or closed. The consequences of choosing the wrong oil are significant—ranging from compromising an engine’s performance to shortening its life and potentially voiding the warranty.

ValueSpares engine oils are designed to optimize engine efficiency and protect against corrosion and harmful wear based on how an engine will be used in the field. They’re selected based on their ability to provide outstanding piston cleanliness, even under extreme conditions. Their exceptional thermal stability and consumption control keep the viscosity of the oil consistent and reduce shearing -

even in the most severe applications. Special anticorrosive additives protect the engine from grid and surface breakup, while dispersants and detergents collect abrasive microscopic particles and soot to be removed by the filter.

When choosing the right oil for your MTU engine, you’ll have a hard time finding a stronger résumé than ValueSpares.

Words: Jason SchraderPictures: Robert Hack, Shutterstock

Find out more, contact:Christian Modrokchristian.modrok@mtu-online.comTel. +49 7541 90-5625

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The pipes for all models are stored in a 12m-high racking system.

Pipes with smaller diameters are joined to the fitting by soldering.

Large pipes are welded. The welding machine produces a melt so the pipe can be joined to the fitting with the aid of a welding rod.

Whether they carry water, oil, fuel or air, dozens of pipes provide life-giving sustenance to MTU engines. Pipes deliver liquids and gases to where they are needed for combustion, cooling, aspiration and power transmission. Because of the many different engine models and applications, MTU not only buys pipes from suppliers but also manufactures them in-house. And a glimpse into the MTU pipe-making shop reveals that it involves more than just pipe-bending. MTU staff produce between 350,000 and 500,000 pipes a year.

At first sight, it looks like a self-service area at an IKEA store, but there are no sofas or lamps on the high-rise racking in the pipe store. The 12m-high racks contain piping with diameters from 4 to 159mm and a standard length of 6m. There is a choice of steel, stainless steel, copper, brass and a sea-water-resistant alloy of copper, nickel and iron (CuNiFe). The material used depends on the engine model and its application. Pipes intended for a Series 396 submarine engine, for example, must not have magnetic properties, so chrome-nickel pipes are fitted. The total number of possible different piping variations is 16,500 — a figure that illustrates the vast extent of the product range.

CNC machines are used for pipe-bending In the cutting shop, production worker Bernhard Bentele fetches a pipe from the high-rise rack and cuts the bar stock to the required length on the two circular cold saws. The lengths used vary between one and three metres. Before further processing, the pipes are deburred and washed. To shape the pipe to fit so that it closely follows the engine contours, it is processed by a CNC (computerised numerical control) machine. The CNC machine bends pipes with a diameter ranging from five to 70mm according to precisely defined programs, so that every pipe is identical. The process is computer-controlled and so has a lower reject rate than a manually operated work process would have. Pipe-machinist Thomas Günthör places the pipe in the bending machine.

The machine draws in the straight length of pipe, and after a few seconds feeds it out again with a complicated series of bends.

Soldering: gas or flame?A washing machine cleans the pipes at a temperature of roughly 70°C. Once all dirt has been removed, the pipe and fitting are either soldered on the inductive soldering stations or, in the case of large diameters, welded. With soldering, there is a choice of inductive soldering using inert gas or flame-soldering with flux. With both processes, the pipe is heated evenly from all sides and joined to the connecting part in that way. In the case of larger pipes, high-precision work is required: The welding machine current has to be set so that it produces a melt, the

pipe material becomes fluid and can be joined to the fitting with the aid of a welding rod. Finally, the pipe surface is pickled and given a corrosion-proof coating. To make sure the joint does not leak, it is pressure-tested under water with compressed air at 0.5bar. Pipes that are subjected to higher pressures on the engine are tested for leaks on a special test bench by pressurising with oil to 80bar.

Words: Caren-Malina ButscherPictures: Robert Hack

To find out more, contact: Klaus Jägerklaus.jaeger@mtu-online.com Tel. +49 7541 90-3316

Production staff in the MTU pipe-making shop produce between 350,000 and 500,000 pipes a year. Pipe-machinist Daniel Pecnic makes pipes and fittings for the Series 2000.

After processing on the CNC machine, the pipe comes out with multiple bends.

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→How do we make ... pipes?

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MTU Report The magazine of the MTU and MTU Onsite Energy brands PUBLISHED BY Rolls-Royce Power Systems AG; Publishers representative: Wolfgang Boller EDITOR IN CHIEF Yvonne Wirth, e-mail: yvonne.wirth@rrpowersystems.com, Tel. +49 7541 90-6535 EDITOR Bryan Mangum, e-mail: bryan.mangum@mtu-online.com, Rolf Behrens, e-mail: rolf.behrens@rrpowersystems.com, Caren-Malina Butscher, e-mail: caren-malina.butscher@rrpowersystems.com, Lucie Maluck, e-mail: lucie.maluck@rrpowersystems.com, Silke Rockenstein, e-mail: silke.rockenstein@rrpowersystems.com, Jason Schrader, e-mail: jason.schrader@mtu-online.com, Alina Welsen, e-mail: alina.welsen@rrpowersystems.com OTHER AUTHORS Gary Mason, Chuck Mahnken, Nina Felicitas Kunzi, Melanie Staudacher, Stephanie Kennedy EDITORS' ADDRESS Rolls-Royce Power Systems AG, Maybachplatz 1, 88045 Friedrichshafen PICTURE CREDITS Al Farwaniyah Krankenhaus, Kometa, MTU, MTU Asia, MTU archive, Ritter Sport, Rolls-Royce Power Systems, Tom Guldbrandsen, Turkish Health Ministry, Ulstein, Wilfried Probian, ZB Group  DESIGN AND PRODUCTION Designmanufaktur|Ries, 88214 Ravensburg  LITHOGRAPHY Wagner Medien UG, 88690 Uhldin gen-Mühlhofen PRINTED BY Druckerei Holzer, Weiler im Allgäu ISSN-Nr. 09 42-82 59, Reproduction only under indication of the source. Please forward a copy. WEBSITE ADDRESS www.mtu-report.com, www.mtu-online.com

MTU Report online

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Imprint

Afterthoughts ... life in the water

You can find out more on the subject of water on pages 12 to 51.

Talking of ...Things our editors have been impressed by

Yvonne Wirth and Robert Hack are visibly impressed by the superyacht Amore Mio.

Gary Mason aboard Alaska Marine Highway System’s fast vehicle ferry Chenega.

Lucie Maluck visited Frankfurt Airport to see the runway clearing vehicles made by Øveraasen at work there.

Going where the road endsIn my job at MTU America, I’ve got the perfect vantage point to learn about our latest developments and newest applications. But it’s also a great opportunity to get to know customers that have been quietly doing essential, remarkable work for decades. The fleet of ferries that travel up and down the Alaskan Marine Highway are prime examples. These hardworking vessels have been a vital cog for transporting people, freight and vehicles along Alaska’s vast coastal regions for more than 50 years. When I caught up with the Chenega, the massive 760t catamaran was in Puget Sound undergoing rigorous performance testing. For a vessel that normally operates in remote corners, it got the kind of audience it deserved that day, turning quite a few heads as it moved with precision at near highway speeds. For me, it was both an educational and an exhilarating experience, and the next time I’m in Alaska, you’ll know exactly where to find me.

A peek behind the scenes at Frankfurt AirportI admit it – I am an impatient person. So I get all the more irritated if I am sitting in an aeroplane and nothing is happening because it is snowing or there is ice on the runway. But, on the other hand, I have never stopped to think about what goes on behind the scenes. Or consider that there are several hundred people busy clearing the runways and taxiways for the plane as quickly as possible. People like Detlef Tauchnitz, who I met when preparing my article on the runway clearing services at Frankfurt Airport. He does everything possible to make sure that the aircraft are not grounded for any longer than necessary. I will think about people like him in the future if my flight is held up by the weather. And I promise them never to get irritated again, but instead to be thankful that they are there. The added bonus of being able to see an aircraft engine made by our parent company Rolls-Royce at close quarters on the airport apron was the icing on the cake on this particular assignment.

A little bit of luxuryOss in the Netherlands is a quiet town with a population of just under 7,000. On the street you meet nice people who are happy to give you directions. What is not obvious from first impressions is what a glamorous business is based here: the luxury yacht-builder Heesen. We noticed straightaway how proud the people here are of the shipyard. When we arrived there, we could see why. We were welcomed by pure elegance in the lavishly appointed reception area with its sumptuous leather seating, models of yachts and opulent marble floors. Then it was time for our first glimpse of the superyacht Amore Mio. We felt tiny next to the massive hull raised up on its blocks. Staff milled around busily like ants all over the scaffolding and the yacht because in three weeks' time it was due to be launched. Launched? That was unimaginable at the time. Although the yacht was painted, there was no sign at all of any interior fittings or the luxury that would ultimately be on show. On deck, we met Captain Tripp Hock, who helped supervise the construction of the craft. When he told us his life story, we soon realised that you have to fight for your dreams. Tripp Hock has turned his dream into a career. But for us, at the end of a day in which we were given a brief glimpse the luxury of a superyacht, the dream was over.

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