MV Werften Selects Medium-Speed MAN Engines for "Global Class" Cruise Ships - MAN B&W
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A Technical Customer Magazine of MAN Diesel & Turbo 3/2016
Panorama of the MV Werften yard at Wismar, Germany
MV Werften Selects MAN Powers
Antarctic Icebreaker
Medium-Speed MAN
Engines for “Global
32/44CR main engines with integrat- 2020. The new icebreaker will suc-
ed SCR systems guarantee Tier III ceed the old research vessel ‘Au-
emissions in sensitive environment rora Australis’ and will have greater
icebreaking and cargo capacity,
Class” Cruise Ships
MAN Diesel & Turbo has been se- increased endurance and opera-
lected to supply the main engines tional flexibility, a high standard of
to a new, icebreaking, supply-and- environmental performance and
research vessel for the Australian state-of-the-art research, rescue
Antarctic Division (AAD). The 2 × and resupply capabilities. Features
16V32/44CR main engines – each onboard will include a moon pool,
Two cruise liners to receive 6 x 48/60CR units each producing 9,600 kW – were cho- drop-keel, multi-beam bathymetric
sen for their highly reliable and fu- and scientific echo sounders, fish-
MAN Diesel & Turbo and MV Werften Asia, is the “Star Cruises” brand This year, the company bought el-efficient design that will serve in eries sonar systems, hydrophones
have concluded a contract to equip of Genting Hong Kong. Genting German shipyards in Wismar, Ros- an environment with a demand- and underwater cameras to sup-
two “Global Class” cruise ships for Hong Kong has been active in the tock and Stralsund and now oper- ing operational profile, including port a wide range of scientific re-
Star Cruises. With a registered ton- cruise business for 23 years and ates them as the shipyard group temperatures down to -30º and search in the Southern Ocean and
nage (RT) of 200,000 tons each, the recently launched its new luxury MV Werften. This strategic step extended mission times. The ves- Antarctica.
ships will be some of the largest on cruise line brand “Dream Cruises was taken to secure the compa- sel is being procured by Serco Lex Nijsen – Head of Four-
the market and will each be equipped - The Most Luxury Asian Cruise ny’s expansion plans in the growth Defence through DMS Maritime Stroke Marine – MAN Diesel &
with six type 48/60CR engines with a Line” with two 150,000 RT ships – markets of South-East Asia and (prime contractor) and will be de- Turbo, said: “We are delighted to
combined output of 96,000 kW. The the “Genting Dream” delivered this China and in the global market for signed and built by Damen Ship- be able to add such a prestigious
ships are scheduled for delivery in month and “World Dream” to be luxury cruise ships. yards Naval Shipbuilding (DSNS). reference to the 32/44CR’s CV. It
2020 and 2021. delivered next year, both equipped “The cruise business is globally This complex vessel will form an is an engine that already enjoys
with MAN engines. Genting Hong experiencing strong growth. This integral part of the Australian Ant- popularity in a broad spectrum of
The customer and recipient of Kong also owns “Crystal Cruises – has led to very long lead times arctic Division (AAD) programme market segments, but for it to be
these ocean-going giants, which The Most Awarded Luxury Cruise of up to 10 years for new large... for the next three decades. Hand- employed in such an unspoiled...
will operate in China and all over Line in the World”. Continued on page 2 over to AAD is scheduled for April Continued on page 3
MAN 175D Wins Very MAN Turbochargers MAN Diesel & Turbo’s Major TCR Milestone
First Orders Round Millennium Mark Mature Gas Technology Reached
Bound for demanding ECOCHARGE principle Multiple future options 10,000th delivery just 12
Italian Navy application improves performance for main propulsion years after introduction
> Page 2 > Page 5 > Pages 6-8 > Page 9
PAGE 2 DIESELFACTS 3/2016
MV Werften selects MAN engines for two “Global Class” cruise ships
Graphical rendering of the “Global Class” cruise ship The MAN 48/60CR engine
Continued from front page “We have the experience and know- done right here on the German
...cruise ships, since only few ship- how for the construction of cruise Baltic sea coast, a region with a About MV WERFTEN
yards are specialized in the very ships, and are delighted to have long shipbuilding tradition. We are MV WERFTEN comprises of three shipyards in Wismar, Rostock
challenging construction pro- gained an equally experienced and contributing to this with modern and Stralsund in the German state of Mecklenburg-Vorpommern
cess of cruise ships. We want to leading global specialist partner for propulsion concepts, based on (MV) and has some of the largest docks and covered fabrication fa-
change this by having earlier deliv- maritime propulsion solutions in state-of-the-art ‘Made in Germany’ cilities in Europe. The yards are located in a region with an excellent
ery and incorporate the latest de- MAN Diesel & Turbo.” engine technology.” transportation and logistics infrastructure and have direct access to
sign as the ships are being built”, “We are looking forward to work- MAN Diesel & Turbo is one of the the Baltic Sea. Further investments in a laser thin-plate welding line,
comments Tan Sri Lim Kok Thay, ing together with MV Werften and world’s leading suppliers of propul- cabin manufacturing, state-of-the-art software and other automa-
Chairman and CEO of the Genting Genting Hong Kong, who have sion systems for cruise ships and tion will be made to make MV WERFTEN one of the most efficient
corporation. been established players in the has been able to significantly ex- cruise shipbuilders in the world.
“The MV Werften locations have cruise business and MAN custom- tend its own market share within In their 70-year history, the three shipyards have designed, pro-
a long-standing tradition in ship- ers for many years”, says Dr. Uwe this segment in recent years. In to- duced and fitted out around 2,500 sea-going newbuilds, including
building and are in close proximity Lauber, CEO of MAN Diesel & Tur- tal, the company has already two AIDA cruise vessels, Premicon river cruise vessels and Stena
to the cluster of industries support- bo. “Experienced companies have equipped more than 80 cruise Line ferries. MV WERFTEN, headquartered in Wismar, is constantly
ing cruise shipbuilding in North- come together to establish a fourth ships with engines or complete investing in innovation and new technologies as well as employee
ern Europe”, adds Jarmo Laakso, player in the tight global cruise liner drive systems. training to guarantee excellent “made in MV” quality.
Managing Director at MV Werften. shipyard market. And it has been
MAN 175D Wins First Orders
Italian Navy selects reliable and highly efficient GenSets for Tier II/III-compliant
patrol vessels in demanding application
MAN Diesel & Turbo has won the con- reference player in naval shipbuild- the Italian fleet, allowing older ves- portfolio in the maritime sector. able and efficient - properties that
tract to supply the first shipset (plus ing, will build the ships in Italy. De- sels to be retired in the process. The new engine is available with are of essential importance for use
an option for six more, to be con- livery of the first vessel is sched- MAN Diesel & Turbo has further- an output spectrum from 1,500 to on working vessels to allow safe
firmed) of GenSets for the multipur- uled for 2021, with subsequent more won the order to maneuverability in the
pose, offshore patrol vessel – Pat- deliveries in 2022, 2023, 2024 (two supply main and auxil- most challenging and
tugliatore Polivalente d' Altura (PPA) units) 2025 and 2026. iary engines for a logis- roughest weather con-
– program. Each vessel will feature 4 The PPAs are highly flexible ves- tics support ship (LSS)
“We already have several 175D ditions,” said the Pro-
× 12V175D GenSets, each delivering sels with the capacity to serve mul- and landing helicopter test installations in operation, ject Lead responsible
1,640 kW. tiple roles, ranging from patrolling dock (LHD). for the MAN 175D, Dr.
with sea-rescue capabilities, to civ- MAN Diesel & Tur- but this is really the break- Matthias Schlipf. “The
The newbuildings have been or- il protection and – in its most high- bo’s scope of supply business case behind
dered as part of the Italian Navy’s ly equipped version – as front-line for the LSS covers 2
through for the engine. Its excel- it also has to be right
“Programma di Rinnovamento” - fighting vessels. × 20V32/44CR main lent performance data and fuel for the customer. And
fleet renewal, a major project that Each PPA is 133-m long be- engines (delivering this is where the en-
also features other vessels that tween perpendiculars, has a top 12,000 kW each) for consumption figures have cre- gine sets standards
have been specified with MAN speed of over 32 knots, and can diesel-mechanical pro- in more than just fuel
technology. host a crew up to 180 persons. pulsion + 4 × 6L27/38
ated huge interest in the market consumption. Our as-
Lex Nijsen, Head of Four-Stroke The MAN 175D GenSets will, on GenSets (delivering and we are looking forward to piration is to make the
Marine, MAN Diesel & Turbo said: account of the demanding oper- 2,084 kW each). MAN 175D the overall
“We already have several 175D test ating conditions, feature double- The scope of sup- following its development.” most efficient engine
installations in operation, but this elastic mounting and, in the Aft ply for the LHD is 2 – Lex Nijsen, throughout its lifetime.”
is really the breakthrough for the Machinery room only, sound en- × 20V32/44CR main The MAN 175D also
Head of Four-Stroke Marine,
engine. Its excellent performance closures. engines (delivering scores highly in terms
data and fuel consumption figures In addition to the engines and 12,000 kW each) + 4 × MAN Diesel & Turbo of its eco-friendliness.
have created huge interest in the their related plant equipment, MAN 9L32/44CR GenSets Its compact and mod-
market, and we are looking for- Diesel & Turbo will also supply, in (delivering 5,400 kW ular exhaust gas after-
ward to following its development.” the Aft Machinery room only, its in- each). 2,200 kilowatts and is optimised treatment system uses the se-
MAN Diesel & Turbo reports that house-designed SCR system to MAN Diesel & Turbo will also for propelling ferries, offshore sup- lective catalytic reduction (SCR)
the new GenSets were chosen for ensure an environmentally friendly supply its in-house-designed SCR ply vessels, tug boats and working method and is based on the MAN
their highly reliable and fuel-effi- footprint. system for auxiliary engines. vessels. Other central areas of ap- Ad Blue® technology that has un-
cient design that meets the mul- plication such as the markets for dergone many thousands of hours
tiple scenarios and demands that “Programma di Rinnovamento” About the MAN 175D Engine super-yachts and marine applica- of testing. The engine therefore
such patrol vessels encounter. “Programma di Rinnovamento” is MAN Diesel & Turbo developed tions are served by additional, spe- satisfies the strict environmental
Fincantieri, one of the world’s a major fleet renewal project that the 12-cylinder model to supple- cialist model versions. standards of the IMO Tier III, while
largest shipbuilding groups and will comprehensively modernise ment and complete its product “The MAN 175D is compact, reli- its compact dimensions and low
DIESELFACTS 3/2016 PAGE 3
MAN Powers Antarctic Icebreaker
Continued from front page time) is a wholly owned subsidiary
...yet extreme, demanding environ- of Serco Australia Pty Ltd (Serco).
ment with such stringent environ- DMS Maritime was formed in 1997
mental requirements is testament to deliver in-service vessel sup-
to its many positive attributes. port and a range of harbour and
Thus we are happy to execute such offshore services to the Royal Aus-
a challenging project with an ex- tralian Navy (RAN). As a total as-
perienced and highly professional set manager, DMS Maritime offers
partner like DSNS” end-to-end vessel services and
In addition to the engines and these through-life services inte-
their related plant equipment, MAN grate vessel design and construc-
Diesel & Turbo will also supply its tion with maintenance and vessel
in-house-designed SCR system to operations.
ensure the environmentally friendly
footprint of this new, state-of-the- About Damen Schelde
art vessel in the pristine Antarctic Damen Schelde Naval Shipbuild-
environment. The compact and ing (DSNS), established in Vlissin-
well-proven SCR system is avail- gen, has a rich tradition of naval
able in a wide range of sizes and shipbuilding with its original navy
covers the entire MAN portfolio of roots stemming back more than
medium-speed engines. Entirely 140 years. The yard has delivered
developed and validated by MAN A graphic of the new icebreaker in the ice (image: Damen/DMS Maritime/Knud E Hansen A/S). The as-yet unnamed vessel more than 400 vessels since 1875
Diesel & Turbo in Augsburg, Ger- will be 156 m in length, with a beam of 25.6 metres. She will be able to break ice up 1.65 metres thick at speeds of 3 knots to customers all over the world and
many, a special feature of the sys- and will supply Australia’s permanent research stations in Antarctica and Macquarie Island with cargo, equipment and has earned a reputation for excel-
tem is its communication with the personnel. Designed with 500 m2 of on-board laboratory and office facilities, the vessel will also serve to conduct research lence along the way. DSNS has
engine control system that opti- activities. The Antarctic Supply Research Vessel (ASRV) will host up to 32 crew and as many as 116 AAD scientific person- achieved this status by producing
mises the temperature for the SCR nel – as well as a doctor – in climate-controlled accommodation vessels that have a lifespan that far
system at individual load-points. exceeds the average by offering
cutting-edge technology and the
About the Environment and Energy. They are the region. fer, station operation and resup- most cost efficient design solu-
Australian Antarctic Division responsible for the advancement The AAD utilises combined sea, ply, and waste management and tions. MAN Diesel & Turbo is proud
The Australian Antarctic Division of Australia’s strategic, scientific, air and continental transport capa- removal. to frequently collaborate with
(AAD), based in Hobart, Tasma- environmental and economic in- bilities to undertake wide-ranging DSNS.
nia, is a Division of the Australian terests in the Antarctic by protect- marine, ice and aviation-based re- About DMS Maritime
Government’s Department of the ing, administering and researching search activities, personnel trans- DMS Maritime Pty Ltd (DMS Mari-
weight make the MAN 175D an ef-
ficient powerhouse.”
Whether patrolling in low-load
mode or cruising at full power, the
MAN 175D engine provides the
twin advantages of easy handling
and high availability. The MAN
175D’s continuous, reliable perfor-
mance provides naval and govern-
mental vessels with a valuable stra-
tegic advantage – even before they
leave harbour.
About Fincantieri
Fincantieri is one of the world’s
largest shipbuilding groups and
number one in terms of diversifica-
tion and innovation. It is a leader in
cruise ship design and construc-
tion and a reference player in all
high-tech shipbuilding industry’s
sectors, from naval to offshore ves-
sels, from high-complexity special
vessels and ferries to mega-yachts,
ship repairs and conversions, sys-
tems and components production
and after-sales services.
Headquartered in Trieste (Ita-
ly), the Group has built more than
7,000 vessels in over 230 years
of maritime history. With almost
19,000 employees, of whom more
than 7,800 are employed in Ita-
ly, and 20 shipyards in four conti-
nents, today Fincantieri is the lead-
ing Western shipbuilder. It includes
among its clients the major cruise
operators, the Italian and the U.S.
Navy, in addition to several foreign
navies, and it is partner to some of
the main European defense com-
panies within supranational pro-
grammes.
See www.fincantieri.com
The MAN 175D engine
PAGE 4 DIESELFACTS 3/2016
Low-Speed Portfolio Announces
New Mk 10 Platform
MAN Diesel & Turbo has added three plexity of the hydraulic system and sumption. It is an improvement not push rod. tion, these two technologies also
new engines to its large-bore engine increase system performance; the only for shipowners, but also for The FBIV and the TCEV technol- offer improved hydraulic dynamics
programme. new TCEV and FBIV technologies our licensees.” ogies are well-suited for integra- and flexibility.
have been developed within this tion on the cylinder cover of the MAN Diesel & Turbo reports that
The engines are weight-optimised, scope.” The new platform engine as the control of the valves the TCEV/FBIV system is entering
compared to their MK 9 counter- The design initiative delivers a The Mk 10 platform is based on a for fuel injection is separated from the final confirmation stage and
parts, and form the new design specific weight reduction of up much more mass-optimised de- the control of the exhaust valve has already operated in service for
platform for a new Mk 10 engine to 10% per kW, and also accom- sign platform that results in light- through using the well-known more than 2,000 hours as a sys-
portfolio. Key to the new platform modates a higher Pmax, which also er engines with reduced overall electronic fuel injection valve (ELFI) tem, and the FBIVs separately for
is the development of the TCEV contributes to a reduction in fuel length, width and height compared and the new proportional exhaust more than 10,000 hours – both on
(Top Controlled Exhaust Valve) and consumption. to its Mk 9 counterpart. valve actuator (PEVA). a 50-cm bore engine.
FBIV (Fuel Booster Injection Valve) Grøne added: “We are confident The purpose of the TCEV is to Integration of FBIV and TCEV The illustration that appears fur-
components. that the market will embrace the integrate the exhaust actuator, the leads to a considerable weight re- ther on juxtaposes the traditional
The new units are: benefits of the new platform as it hydraulic push rod and the HCU duction, because the baseplate, top-engine solution – from older
an MAN B&W G90ME-C10 represents a simpler design with block into the exhaust valve. By HCU, pressure booster, high-pres- engine marks – and the newly inte-
type (delivering 6,240 kW per fewer components, a reduced to- doing so, the dynamic behaviour sure fuel oil pipes and exhaust ac- grated TCEV/FBIV.
cylinder) tal weight, and a reduced fuel con- is improved with no long hydraulic tuator are eliminated. In combina-
an MAN B&W S60ME-C10
type (delivering 2,490 kW per
cylinder)
an MAN B&W S70ME-C10
type (delivering 3,430 kW per
cylinder).
These are the first of a new genera-
tion that ultimately will involve the
upgrading of all S- and G-engines
to the Mk 10 platform.
Ole Grøne, Senior Vice Presi-
dent Sales and Promotion – MAN
Diesel & Turbo, said: “For some
years now, our primary R&D target
has been to develop the next gen-
eration of our ME platform. During
this time, the goal has been to uti-
lise the full potential of the ME en-
gine concept by reducing the com- The entries for the new engines in MAN Diesel & Turbo’s Marine Engine Programme
1
2
1 TCEV
3
3 FBIV control
2
3 FBIV
6
4 4 Cylinder cover
5 Cylinder liner
5 6 Hydraulic supply inlet
Close-up of the new TCEV (Top Controlled Exhaust Valve) and FBIV (Fuel Booster Injection Valve) components developed for the new Mk 10 platform
DIESELFACTS 3/2016 PAGE 5
MAN Turbochargers Round
Millennium Mark
ECOCHARGE principle combines low- and high-pressure stages to drive improved
engine performance through two-stage turbocharging
MAN Diesel & Turbo has passed a stage turbocharging and first deal of experience in applications increase in turbocharging efficien- The higher power-density gen-
significant milestone with the an- evaluated the technology back in that are atypical for MAN Diesel & cies, in comparison to single-stage erated by the ECOCHARGE tech-
nouncement that it has delivered its the 1970s. In late-2000, MAN fo- Turbo, such as mechanical drives, turbochargers, is mainly related to nology presents the opportunity
1,000th turbocharger to two-stage cused on the technology to im- locomotives or mining”, said Rag- the intercooler – positioned be- to choose between significantly
turbocharged applications. prove its four-stroke portfolio, re- nar Olafsson, Head of Sales OEM tween the low-pressure-stage and boosting an engine’s power out-
sulting in the development of MAN Applications Turbocharger, MAN high-pressure-stage turbocharg- put or reducing engine size, all
MAN Diesel & Turbo has more ECOCHARGE, a combination of Diesel & Turbo. ers – that significantly reduces the the while maintaining an excel-
than 75 years’ unrivalled experi- low- and high-pressure stages energy required to compress the lent engine performance. The
ence of producing turbochargers with intercooling that significantly The ECOCHARGE principle intake air to high pressure. The re- ECOCHARGE system’s increased
with plain bearings and uncooled improves engine performance. The ECOCHARGE principle op- sulting, higher efficiencies have an efficiencies and higher cylinder rat-
hot gas casings. MAN Diesel & Turbo reports sell- timally combines a low-pressure instantaneous impact on the en- ing facilitate the use of a smaller en-
Based in Augsburg, Germany, ing the 1,000th turbocharger for turbocharger – usually a TCA or gine by advantageously increasing gine with the same power output of
the Turbocharger division devel- two-stage turbocharging during TCR – with a high-pressure stage the air pressure over the cylinder a larger unit that employs tradition-
ops and produces state-of-the- May 2016. for which the newly developed TCX during the scavenging process. al, single-stage turbocharging.
art machines that dramatically im- “Besides our core company busi- series was designed. Both the TCA Additionally, greater turbocharging MAN ECOCHARGE has been
prove the power and fuel efficiency ness that covers marine and pow- and TCR series are well-proven efficiency fosters the reduction of applied to several new four-stroke
of a wide range of engines, includ- er applications, we also deliver a in the field and can, respectively, NOX emissions through the Miller engines, like the 12 or 20V32/44
ing those serving ship propulsion large number of our turbochargers boast of 7,000 and 10,000 market cycle, while the improved scav- CR TS, and the 12 or 20V35/44G
systems, diesel power plants and to other engine builders through- references. enging efficiencies provided by the TS types that can also operate on
rail traction installations. out the world. Through our OEM MAN ECOCHARGE offers major ECOCHARGE system make the gas.
MAN has a long history in two- business, we have gained a great benefits for engine builders. The engine more fuel efficient.
1 TC exhaust gas outlet
2 TCX17 (12V) & TCX (20V)
3 TCR20 (12V) & TCR22 (20V)
4 Air inlet
1
3 5 TC washing device
2 6 TC washing device
4
5
6
MAN ECOCHARGE arrangement on an MAN V35/44G TS engine
PAGE 6 DIESELFACTS 3/2016
MAN Diesel & Turbo’s Mature
Gas Technology: a Closer Look
Low- and medium-speed segments offer multiple proven solutions
Two-stroke by prototype and commissioning
MAN Diesel & Turbo has chosen testing on commercial engines Designation Unit Limit Value
the high-pressure, ME-GI concept at licensees in Japan and Korea, Lower calorific value (LCV) MJ/kg min. 38
as its preferred two-stroke, du- as well as gas runs in service on Methane (CH4) % mole min. 85
al-fuel technology. This choice is commercial ships, all confirming
Ethane (C2H 6) % mole max. 15
based on a detailed evaluation of that the ME-GI concept is safe, re-
Propane + butane (C 3+C 4) % mole total max. 5
how we can offer features that fulfil liable and operationally efficient.
the requirements set by shipown- Higher order hydrocarbons (C5 and higher) % mole total max. 1
ers and operators, including LNG Development history Nitrogen (N2) % mole max. 15
carriers, in the best possible way. Already by the mid-1980s, MAN
The following five design princi- Diesel & Turbo recognised that an Table 1
ples form the basis of the ME-GI LNG-/natural gas-fuelled diesel en-
concept: gine could become an attractive al- changing shipping market condi- cylinder pressures obtained when operation and combustion, which
1. Safe operation – in particular, ternative prime mover for ships and tions in recent years has meant running on MGO and liquefied nat- in all cases will be safe.
no gas present during the scav- especially LNG tankers, which at that the marine market, especially ural gas (LNG). Basically, it can Table 1 lists MDT’s general gas
enging and compression phas- that time utilised steam turbines the LNG ship market, is now ready be concluded that the cylinder specification for the ME-GI engine.
es of the engine cycle. with a rather low efficiency. to change to more efficient prime pressures are essentially identi-
2. High reliability – operation Accordingly, MAN Diesel & Tur- movers; first the dual-fuel, diesel- cal, which in this case indeed had ME-GI variants
based on the same cycle as the bo decided to develop the ME-GI electric (DFDE) technology, and been the design goal. Cylinder The design of the ME-GI allows for
diesel engine. engine on the platform of its me- more lately the two-stroke, diesel- pressure variations over time, and variants to be constructed that ca-
3. High availability – operation ac- chanically controlled MC/MC-C engine technology. also across the cylinders, are minor ter for different gas-fuels.
cording to the same principles engine type. The first commercial Moreover, the volume of natural for both modes and, basically, only The high-pressure gas injection
and reliability as on a conven- MC-GI engine was built as a pow- gas on international markets has a question of the accuracy of injec- system used on the ME-GI en-
tional diesel engine. er plant engine in the Tokyo area. risen rapidly, and prices have be- tion timing, which in both cases is gine has the advantage of being
4. High efficiency – same or even This engine has since accumulated come competitive such that the very satisfactory. insensitive to the gas composition
better efficiency than a tradi- several thousand hours of gas op- use of LNG has become attractive as well as the variation in the gas
tional diesel engine. eration and formed a solid basis for for other vessel types than just gas Gas-quality management composition. It is well known that
5. High fuel flexibility – no specific the development of today’s elec- carriers. One of the strongest technical fea- the engine can burn lean gas and
requirement for gas quality. tronically controlled ME-GI engines. tures of the ME-GI engine con- also gas containing higher hydro-
Based on these principles, the ME- However, at that time the engine Performance results cept is its flexibility to operate on carbons.
GI engine has undergone a ma- did not meet the market conditions A number of ME-GI engine types different gas qualities with full en- Market research indicates that,
turing and optimisation process due to rising gas prices. Conse- have been designed, manufac- gine performance and power. The in future, gas applications may be
supported by extensive test cam- quently, the development of this tured and tested. methane number of a given gas installed not only on LNG carri-
paigns. This has been followed technology was put on hold. The Fig. 1 shows a comparison of type is of no concern to the engine ers, but also on LPG, RoRo, and
container vessels, i.e. in principle,
all types of vessels. An example
Cylinder Pressure at 25% load, Mean of cylinders Cylinder Pressure at 50% load, Mean of cylinders of this is the ME-GIE engine, de-
20 20 signed for operation on ethane.
GI GI Mitsui Engineering & Shipbuild-
DI DI ing Co., Ltd. (MES) announced on
15 15 29 June 2016 that it had complet-
Cylinder Pressure (MPa)
Cylinder Pressure (MPa)
ed the world’s first ME-GIE engine.
The 7G50ME-C9.5-GIE engine is
one in a series of three for LEG
10 10
(liquefied ethylene gas) carriers of
36,000 m3 for Hartmann Schif-
fahrt of Germany and Ocean Yield
5 5 of Norway, being built at Sinopa-
cific Offshore Engineering (SOE) in
China.
0 0
Here, ethane was chosen as
-100 -50 0 50 100 -100 -50 0 50 100 fuel, in preference to HFO, due to
CA (ATDC) CA (ATDC)
its more competitive pricing. As a
fuel, its emissions profile is similar
Cylinder Pressure at 75% load, Mean of cylinders Cylinder Pressure at 100% load, Mean of cylinders to methane and contains negligible
20 20
GI GI sulphur and comparatively lower
DI DI CO2. MAN Diesel & Turbo also ver-
ified methane operation on this en-
15 15
Cylinder Pressure (MPa)
gine type and stated that the ME-
Cylinder Pressure (MPa)
GI engines would be set up such
that they can easily be converted
10 10 to run on methane as an alternative,
as per the owner’s wish.
Existing, HFO-burning ME-en-
5
gines can also be retrofitted to ME-
5
GI dual-fuel operation.
Marine LNG fuel-gas systems
0 0
-100 -50 0 50 100 -100 -50 0 50 100 The ME-GI’s high-pressure supply
CA (ATDC) CA (ATDC) system is specifically designed for
the ME-GI engine concept. Several
Fig. 1: Cylinder pressure trace for 25%, 50%, 75% and 100% engine load for an MAN B&W L70ME-GI engine. Comparison of operation on gas oil (DI) and natural gas (GI) established companies worldwide,
DIESELFACTS 3/2016 PAGE 7
Fig. 2: After the official shop test of the 8L70ME-GI engine in spring 2014 at Doosan in Korea, the engine was subsequently installed on board the ‘Isla Bella’, a 3,100-teu container vessel currently in service
between Florida and Puerto Rico and seen here on sea trials in August 2015. The vessel was built by General Dynamics NASSCO for TOTE Inc. (image courtesy General Dynamics NASSCO)
such as Burckhardt, TGE Marine, ture IMO Tier III regulations, they
Hyundai, Daewoo, Mitsubishi, and also offer low operational and
Mitsui, have designed reliable and maintenance costs. Dual-fuel en-
safe supply systems for both LNG gines also have several advantages
and NG. The high-pressure system over engines that run only on gas.
is more costly than a low-pressure Most importantly, should there be
supply system, but the price differ- any problems with gas operation,
ence is already rapidly diminishing, or a shortage of fuel, the ship can
making the issue insignificant for simply switch to liquid fuel.
the future in view of the substan- MAN Diesel & Turbo offers a
tial, basic differences between the number of dual-fuel solutions in its
two engine concepts’ energy effi- four-stroke portfolio, namely the
ciencies. MAN 51/60DF and MAN 35/44DF
MAN Diesel & Turbo recent- engines.
ly added Cryo AB, the Swedish
manufacturer of cryogenic equip- The 51/60DF engine
ment for the storage, distribution This powerful, medium-speed en-
and handling of liquefied gases, to gine covers a performance range
its roster. Cryo is a fuel-gas-sup- from 6,000 to 18,000 kW. Run-
ply specialist that further enhanc- ning on natural gas or liquid fuel, Fig. 3: Illustration of the ME-GI engine with auxiliary systems on board a vessel
es the MAN Group’s system scope the MAN 51/60DF unit undercuts
within marine LNG propulsion. IMO Tier II levels significantly. Op-
Dr. Uwe Lauber, CEO of MAN erating in gas mode, it even fulfils
Diesel & Turbo SE described nat- the strict IMO Tier III NOX limits pre-
ural gas as rapidly gaining impor- scribed for Emissions Control Are-
tance as a fuel for marine applica- as (ECAs), without the need for any
tions, which is why the acquisition exhaust-gas after-treatments.
was of major strategic relevance The engine converts liquid fuel
for the company. He said that it al- (diesel operation) or natural gas
lows the company to further shape into electrical power efficiently and
our profile in the dual-fuel and gas with low emissions. Being able to
propulsion segment and to gain switch smoothly and seamlessly
access to market leading supply from gas to diesel operation (and
system technology. vice versa) accordingly enables
MAN Cryo products are avail- multiple applications with a variety
able for demanding marine and of fuels.
industrial gas companies when it The MAN 51/60DF was special-
comes to selecting the most effi- ly designed to burn methane and
cient and economical cryogenic gases with high methane content.
equipment for marine gas fuel sys- Methane is pivotal because – as
tems as well as for offshore and the simplest compound of carbon
onshore bunkering systems. and hydrogen in the entire hydro-
carbon series – it is intrinsically
Four-stroke gas engine clean burning.
technology It features optional, innovative
Dual-fuel engines using clean- fuel sharing. This means that mix-
burning liquefied natural gas (LNG) tures of gas and HFO can be si-
are one of the best options for pro- multaneously burned in a single
pulsion. Not only do these satisfy engine. For operators of LNG car-
all emission requirements when riers, this feature offers maximum...
running on gas, including the fu- Continued on next page Fig. 4: ME-GI change-over at 85% load from fuel-oil to gas operation performed during rough weather (courtesy NASSCO)
PAGE 8 DIESELFACTS 3/2016
Continued from previous page
...usage of boil-off gas under the
most efficient engine operation
possible. Combined with a state-
of-the-art safety concept designed
by MAN Diesel & Turbo for LNG
carriers, this multi-fuel capability
makes this option the ideal drive
solution for this type of vessel.
Both vee- and inline MAN
51/60DF engines are charged by
individual TCA turbochargers that
ensure thorough combustion with
very low residues and low ther-
mal stress on combustion-cham-
ber components. In addition, high
efficiency at full and partial loads
results in substantial air surplus,
while very high efficiency of the
turbocharger at low-pressure ra-
tios enables good operation at
part-load.
The MAN 51/60DF engine is
equipped with the SaCoS-DF safe-
ty and control system that guaran-
tees reliable engine operation in
diesel and gas modes with an op-
timum operation range between
knocking and misfiring in gas op-
eration. All cylinders are regulated
individually.
MAN Diesel & Turbo recently
signed a contract with Sembcorp Fig. 5: The MAN 8L51/60DF engine
Marine in Singapore to supply the
engines for a new semi-submers- The 35/44DF engine marine fuels such as HFO, MDO,
ible crane vessel (NSCV) for Heer- The MAN 35/44DF engine was de- and MGO – and of course LNG. All
ema Offshore Services. The 12 × signed to complement the power these factors make the 35/44DF
51/60DF engines + SCR systems range of the 51/60DF and shares ideal for ships needing a clean yet
for the newbuilding will deliver many of its characteristics. efficient form of propulsion: ferries,
some 96 MW, making it one of The 35/44DF’s design is focused RoRo, cruise ships, gas tankers,
the largest engine installations the on gas operation where it uses a and offshore service and supply
world has ever seen aboard a sin- separate pilot ignition system and production vessels, to name
gle ship. based on a well-proven, high-pres- just a few.
This highly efficient package en- sure injection technology employed The MAN 35/44DF is not an or-
sures full fuel-flexibility and more in the truck industry. However, the dinary high-performance engine.
than meets NO X Tier III emission engine is also equipped with a fully Incorporating design features tak-
limits at all times – whether with- functional, common-rail injection en from the reliable and innovative
in Tier III zones or not – both dur- system modelled on MAN Diesel & four-stroke, medium-speed MAN
ing operation on LNG, as well as Turbo’s robust 32/44CR-T2. Anoth- 32/44CR Tier II, and gas compo-
during operation on MGO with the er key feature of the 35/44DF is that nents taken from the MAN 51/60DF,
help of the SCR system. it has been specifically designed this powerful engine offers an ideal
A key determinant in the choos- to allow for conversion from the combination of both functions and
ing of the 51/60DF engine was its 32/44CR-T2. In this regard, due to benefits.
ability to fulfill the particularly high the high level of component com- This engine’s unique design cen-
load-ramp requirements demand- patibility, the engine can be easily tres around gas operation. Ship
ed by the NSCV’s giant 2 × 10,000 re-machined on board. operators can switch to gas at any
ton cranes in both diesel and gas An output of 530kW/cyl clear- time, at loads between 15% and
modes, all the while maintaining its ly makes the 35/44DF the engine 100% – with no loss of engine pow-
efficiency. with highest power output in its er. The air-gas mixture is ignited
Another key characteristic of the segment. Yet it still fulfills the cur- with a small amount of liquid fuel Fig. 6: The MAN 35/44DF engine
four-stroke unit is its ability to op- rent IMO Tier II emissions limit in injected through a separate pilot-
erate at 100% MCR and above, in liquid fuel mode, and the future fuel system. to 99% – or beyond. The engine equipped with a fully functional
gas mode, and to switch smoothly IMO Tier III limit in gas operation, In gas mode, the MAN 35/44DF uses a separate pilot ignition sys- common rail injection system with
and seamlessly from gas to liquid- without the need for any additional complies fully with IMO Tier III tem based on high-pressure injec- injection pressures of up to 1,600
fuel operation (and vice versa) at after-treatment systems. In addi- standards. Compared to liquid fuel tion technology, an approach bar. In liquid-fuel mode, the MAN
full load without any fluctuation in tion, the engine is designed to of- operation, in gas mode, CO2 emis- which has become well estab- 35/44DF engine fulfils current
output or speed. fer a high degree of fuel flexibility: sions are lowered by 25% and oth- lished in our trucking applications. emissions regulations under IMO
it operates reliably on all kinds of er emission levels go down by up What’s more, the engine is also Tier II.
100 100
90 90
Fuel consumption (%)
Fuel consumption (%)
80 80
70 70
60 60
50 50
40 40
30 30
20 20
10 10
0 0
0 10 20 30 40 50 60 70 80 90 100 0 10 20 30 40 50 60 70 80 90 100
Engine load (%NMCR) Engine load (%NMCR)
Fig. 7: Gas operation, ratio of fuel gas and fuel oil consumption versus engine load, running on a Fig. 8: SDF operation, ratio of fuel gas and fuel oil consumption versus engine load as function of
propeller curve engine consumption and ‘gas consumption limit’ specified by the FGSS (image courtesy NASSCO)
DIESELFACTS 3/2016 PAGE 9
MAN Turbochargers Achieve
Major TCR Milestone
10,000th delivery celebrated 12 dividends with this impressive The TCR series can be equipped
years after introduction sales milestone and the fact that with a Variable Turbine Area (VTA)
TCR turbochargers enjoy broad as an option to increase engine
MAN & Diesel Turbo, Augsburg support across the market and efficiency, as employed in most
reports that it recently delivered supercharge both MAN and non- modern, two-stage turbocharg-
the 10,000th turbocharger from MAN engine designs.” ing systems. Different options for
its TCR radial-type turbocharger Oldendorff’s newbuilding bulk- flow-parts and turbocharger cas-
series. The MAN TCR14 unit was er also has a Tier II MAN B&W ings allow a perfect fit with a va-
produced for a 5L23/30H GenSet 5S50ME-B9.3 main propulsion en- riety of different applications and
for Oldendorff Carriers GmbH & gine, built by Yichang Marine Die- engine types.
Co., one of the world’s largest dry- sel (YMD), and is also optimised
bulk shipping companies based in with a highly efficient TCR22, the Service Experience
Lübeck, Germany. The Jinling-built largest radial-type turbocharger in The information gathered from the
38,000-dwt bulker is the second the world. over 10,000 TCR turbochargers in
in a series of four vessels, all pro- Through 95 years of steady the field gives a huge insight into
pelled with MAN two-stroke and growth, Oldendorff Carriers is a their overall performance. With the
auxiliary engines. specialist in spot markets, indus- Library picture of a TCR turbocharger TCR series having been introduced
Dirk Balthasar, Vice President trial contracts and offshore tran- in 2004, this means that many of
and Head of Turbocharger Sales shipment, and drybulk logistics. It of components, material optimi- platform that is suitable for a wide these turbochargers have been
& Promotion, MAN Diesel & Turbo, operates about 500 ships – both sation, easier maintenance, and variety of high-, medium- and low- running for more than 10 years and
said: “The information garnered owned and chartered – that carry quicker response behaviour dur- speed engine applications. Typical have already encountered their
from over 10,000 TCR turbocharg- about 270 million tons of bulk and ing acceleration. Furthermore, ad- applications for TCR turbocharg- second major overhaul. If every
ers in the field gives us a huge in- unitised cargo around the world vanced materials ensure that the ers, apart from marine GenSets, TCR turbocharger is assumed as
sight into their overall performance. per annum. TCR series can boast of extended include marine propulsion engines. running for 5,000 hours per year,
The TCR series was introduced in overhaul intervals, easier mainte- TCR turbochargers are also fre- this gives an accumulated experi-
2004, meaning that many of these The TCR series nance and longer lifetimes. quently used in small, two-stroke ence of more than 200 million op-
turbochargers have run for over The MAN TCR turbocharger series MAN TCR turbochargers were propulsion engines and have prov- erating hours. Based on this
10 years and have had a second was introduced in 2004 to replace designed to address the special en their excellent reliability oper- knowledge, a team of service engi-
major overhaul. We calculate our the NR series – in production for challenges faced by HFO, MDO, ating on HFO and MDO. Besides neers and R&D specialists within
accumulated TCR service experi- nearly 50 years – and to address biofuel and gas engines. Seven power generation – where TCR MAN Diesel & Turbo constantly im-
ence now as more than 200 mil- the very special challenges of high-, frame sizes are available for the units can be found in all sizes of prove the existing TCR turbocharg-
lion operating hours. We use this medium- and low-speed engines. entire engine power range, from engines up to 7,000 kW per turbo- er series. Consequently, TCR tur-
knowledge to constantly improve The MAN TCR represents a com- 350 kW to 7 MW per turbocharger. charger – mining, offshore and lo- bochargers enjoy broad support
the TCR series.” pletely new design that delivers MAN TCR turbochargers are comotive applications are becom- across the market and super-
Balthasar concluded: “This greater efficiency, the lowest pos- IMO Tier III-compliant and repre- ing more and more important for charge both MAN and non-MAN
strategy can be seen to have paid sible weight, reduced size/number sent a robust, versatile, modular the turbocharger. engine designs.
G-Type Engine Notches Up 1500 Orders
Ultra-long-stroke engine fastest ever had.” introduced in 2006 with an ultra-
selling in company history The new order resembles the long stroke that reduces engine
order that Almi placed in 2012 speed, thereby paving the way for
Just six years after its introduc- when it ordered two 7G80ME-C9 ship designs with unprecedented
tion, MAN Diesel & Turbo has units for another two VLCCs. HHI high-efficiency.
confirmed an order for the 1500th reported that the engine, at that Following efficiency optimisa-
G-type engine. Greek ship opera- time the world’s first MAN B&W tion trends in the market, MAN
tor, Almi Tankers, will take delivery 7G80ME-C9 unit, passed its offi- Diesel & Turbo thoroughly evalu-
of the ultra-long-stroke 7G80ME- cial shop test in January 2013. ated the possibility of using even
C9 type as prime movers for the The G-series of engines, to- larger propellers and thereby en-
two 317,000-dwt VLCC to be built gether with the established S-se- gines with even lower speeds for
by HHI (Hyundai Heavy Industries ries of engines, constitutes MAN the propulsion of tankers and bulk
Group) in Korea. Diesel & Turbo’s modern, two- carriers.
Coincidentally, Almi Tankers also stroke engine programme and Such vessels may be more
placed the order for the very first cover similar power ranges in dif- compatible with propellers with
G-type engine. The crude carri- ferent rpm brackets. Both series larger diameters than designs so
ers are due for delivery in, respec- are constantly maintained and far used, and therefore able to
tively, February and April 2018. In upgraded to cater for the needs facilitate higher efficiencies fol-
both instances, the engine is Tier of both hull-line-optimised ves- lowing adaptation of the aft-hull
III-compatible. sels and propeller-rpm-optimised design to accommodate a larger
Ole Grøne, Senior Vice Presi- vessels. propeller. It is estimated that such
dent – Two-Stroke Promotion & updated aft-ship designs with the
Sales, MAN Diesel & Turbo, said: Rationale behind the G-type G-series of engines offer poten-
“The success of our ultra-long- introduction tial fuel-consumption savings of
stroke portfolio is a fantastic sto- MAN Diesel & Turbo’s G-type some 4-7%, with a similar reduc-
ry for us. That we have already programme entered the market tion in CO2 emissions.
clinched orders for 1500 G-type in October 2010. The ‘G’ prefix Simultaneously, the engine it-
engines since the G-type’s launch before an engine means it has a self can achieve a high thermal ef-
just a few short years ago is re- design that follows the principles ficiency using the latest engine
markable; the G-type is easily the of the large-bore, Mark 9 engine process parameters and design
fastest selling engine we have series that MAN Diesel & Turbo features. Graphical rendering of the G-type engine
PAGE 10 DIESELFACTS 3/2016
Market Snaps Up Very First
HyProp ECO System
Innovative, hybrid propulsion solution acts as cost- and fuel- effective alternative to
classic, diesel-mechanical propulsion systems for higher flexibility and performance
MAN Diesel & Turbo has won the cy converters of just 30% of the
order for a complete propulsion 2 installed alternator/motor power
package for a chemical tanker. As up to full PTO power, according
a world-first, the package features the ship’s individual demand. This
a full HyProp ECO system with PTO/ solution enables the propeller, as
PTH; HyProp ECO is an innovative, fu- well as the main engine, to run on
6
el-saving, hybrid propulsion system. variable speed (combinator curve)
1 at slow ship speeds and still use
The system will be employed the PTO as the most economic
aboard a 7,500-dwt stainless-steel source of electric-power genera-
chemical tanker ordered and oper- 5 3 7 tion on board. As a bypass around
ated by IÇDAŞ Çelik Enerji Tersane the converter unit is installed, the
Ve Ulaşim Sanayi AŞ in Turkey. The system suffers no electrical losses
propulsion package also features when the converter is not in opera-
an MAN 6L32/44CR common-rail tion. Another advantage is that the
main engine, an MAN Alpha Kap- total installed GenSet power can
pel propeller and an MAN SCR be kept low as the HyProp con-
(Selective Catalytic Reduction) sys- 1 Main engine 5 Reversible shaft machine verter allows a smooth start of the
tem capable of operating on MGO, shaft machine in PTH-mode with-
2 Auxiliary gensets 6 Frequency converter
MDO and HFO. out a big voltage drop at the main
The vessel will be constructed at 4 3 2-step gearbox 7 Bypass for the converter unit switchboard. The result is a flexible
the IÇDAŞ Group’s own shipyard and powerful system with low first-
where a delivery date for the new-
4 CP propeller costs, compared to a convention-
building has been scheduled for al-frequency converter solution.
September 2017. HyProp ECO system overview
Lex Nijsen, Head of Four-Stroke About VACON® drives
Marine, MAN Diesel & Turbo, efficiency technology package for with a frequency-converter-driven age devices/batteries with the Founded in 1993, the portfolio of
said: “For many applications, a hy- their newbuilding.” shaft-alternator/motor and features smoothening of load peaks on the VACON® drives covers the low-
brid propulsion system is a good multiple operational modes. Jointly main engines at fast load applica- and medium voltage drive seg-
choice, especially when flexibility, About HyProp ECO developed by Vacon and MAN Die- tion, that is in this instance, the ments, as well as decentral and
performance and efficiency are For many applications a hybrid pro- sel & Turbo, the system combines 32/44CE engines. motion drives and gear motors.
prized. In a challenging market, we pulsion system is a good choice, the advantages of a bi-directional Vacon is a global manufacturer Combining innovation with high
are embracing innovative technol- especially when flexibility, perfor- operating frequency converter for of variable-speed AC drive sys- durability, they are considered as
ogy as a means to grow. HyProp mance and efficiency are required. the shaft machine with a high-effi- tems. Its NXC drives have a proven top performers in heavy-duty in-
ECO is a flexible and powerful sys- With HyProp ECO, a system so- ciency CP propeller plant. HyProp track record in marine applications dustrial applications in, for exam-
tem with low first-costs that offers lution has been developed that ECO is also open for shore con- with reliable performance. ple, the marine and offshore, oil
a real alternative to a purely me- combines a diesel engine and an nection, through the utilization of and gas, metals, mining and miner-
chanical propulsion solution, while electric machine in a smart man- the frequency converter also for Advantages als, pulp and paper, energy and
maintaining its benefits. We are ner. HyProp ECO is a system solu- shore-side power supply, as well HyProp ECO’s major advantage is chemical industries.
proud that IÇDAŞ chose our high- tion that combines a diesel engine as the integration of energy stor- that it enables the use of frequen-
Typical PD - n diagram Typical engine operation map
100 100% 100
Engine load limit Engine load limit
Ship speed SFOC
Combinator curve Combinator curve
80 80
Propulsion Power [%]
Constant propeller speed 90% Constant engine speed
Engine Power [%]
60 60
80%
40 40
70%
20 20
60 70 80 90 100 60 70 80 90 100
Propulsion Speed [%] Engine Speed [%]
The typical PD-n diagram and engine operation map here illustrate that reduced speed saves a significant amount of propulsion power, as well as fuel oil and emissions, when the ship is sailing at slower speedsDIESELFACTS 3/2016 PAGE 11
MAN Engines Continue to
Contribute to Incat Success
New 28/33D engine order for fast ferry continues long, successful cooperation
With the departure of the 4 × MAN 20RK270 medium-speed engines, Transition 28/33D came in 12V, 16V and 20V inter-cooler assembly is central-
28/33D STC engines from the MAN delivering a total of 28,337 kW, and As mentioned, Ruston was Incat’s versions in an initial power range ly mounted, also contributing to
Diesel & Turbo works in Germany, overtook the Hales Trophy the fol- engine of choice for many years, from 5,400 to 9,000 kW. A nota- the engine’s lightweight, compact
bound for the ‘KatExpress 3’, the lowing year with an average speed particularly the RK270/280 vari- ble early application for the new design. Also featured are the en-
latest episode in the MAN-Incat rela- of 38.85 knots. At 91 metres long, ants before it began to use MAN- engine was Incat’s first, landmark, gine-mounted lubricating oil cool-
tionship is fully underway. this catamaran is a sister ship to branded engines around the turn 112-metre wave piercing catama- er, filters, and thermostatic valves,
HSC ‘Fjord Cat’ (formerly ‘Cat- of the millennium. ran, the ‘Natchan Rera’, which was specially engineered to contribute
The newbuilding is the latest in a Link V’) that, just six weeks later, Since this time nearly every as- delivered to Japanese ferry giant, to optimised, water-based cooling.
long line of MAN-powered, high- created the current record when pect of the engine has been rede- Higashi Nihon Ferry, in 2007 and Another key feature is the sequen-
speed vessels that Incat has pro- it crossed from New York to the signed and improved including a powered by 4 × MAN 20V 28/33D tial turbocharging (STC) which de-
duced since the 1980s, which have Isles of Scilly at an average rate of change of crankcase parts from diesel engines. activates one turbocharger for high
featured MAN’s Ruston or own- 41.284 knots. The record holder is aluminium to cast iron to eliminate torque and improved fuel efficiency
brand engines. powered by 4 × Ruston V20RK 270 leakage problems associated with The 28/33D STC engine today during low-load operation.
The 74-metre-long HSC ‘Sea units (28,800kW total) and marked differential thermal elongation of The 28/33D has been installed in The MAN 28/33D STC series of-
Runner’ (formerly ‘Hoverspeed the first time that three successive dissimilar metals. An extensive ar- multiple ferry applications and is fers compact yet powerful engines
Great Britain’) was an early, noted ships to lay claim to the trophy had ray of engine components like con- regularly employed by naval and that set themselves apart with a
vessel built in 1990 for UK compa- been built by the same shipyard. rods and the crankshaft have been mega-yacht segments. It is the high power-to-weight ratio. All en-
ny, Hoverspeed, that took the fa- In 2004, Incat built its first Evolu- modified to be consistent with most powerful and fuel-efficient gines are fully compliant with cur-
mous Hales Trophy for the fastest, tion One12 Series 112-metre wave- MAN proven four-stroke design 1,000 rpm diesel engine in the rent environmental standards, pro-
eastbound, transatlantic journey, piercing catamaran and selected 4 standards. 100% of engine power world and controlled by the ad- ducing NO X emissions that fulfill
making the run in three days, sev- × Ruston 20RK280 engines (rated can be taken from either end of the vanced SaCoS one engine-control IMO Tier II and EPA TIER 2 regula-
en hours and fifty-two minutes, av- individually for continuous opera- engine providing the ship builder system. tions, and Tier III with MAN’s pro-
eraging 36.97 knots. The vessel is tion at 9,000 kW at 1,000 rpm) to with added flexibility. A number of factors come into prietary SCR system. Maintenance
powered by 4 × Ruston 16RK270 provide the 36 megawatts required Incat was one of the first cus- play with the 28/33D that guar- costs are kept low thanks to high
V-16 engines, each with a 3,500 to power the vessel at speeds of tomers to take advantage of the antees an uncomplicated installa- engine availability and, with main
kW at 100% MCR. In trials, the up to 50 knots. At the time, this new, high-power-density MAN tion and maintenance. The cooling overhauls only necessary every
vessel reached over 48 knots on a was the first occasion that Incat 28/33D engine, which MAN Diesel concept includes aligned cylinder 32,000 hours, servicing downtime
5-minute run. had employed the RK280 engine & Turbo introduced as the natural units to eliminate water passages is kept to a minimum. As a result,
Similarly, HSC ‘Express’ (for- and marked 15 years of success- successor to the Ruston units. As in the crankcase and minimise the customers can count on low over-
merly ‘Catalonia’) – built in Ho- ful cooperation with MAN Diesel & well as offering an increased pow- unit’s installed weight. Designed all operating costs and best-in-
bart in 1997 – features 4 × Ruston Turbo. er output compared to Ruston, the with a clever 52° vee angle, the class SFOC.
MAN Diesel & Turbo library photo of its MAN 28/33D engineDIESELFACTS 3/2016
Common-rail MAN V48/60CR Tier-II compliant engines similar to those ordered by Costa Asia and P&O Cruises Australia
World’s Largest Cruise Line
Continues Growth with MAN
MAN Diesel & Turbo signs deal for three new cruise vessels with Fincantieri shipyard
MAN Diesel & Turbo has won the en- pacity of 4,000, and carry a crew of continuous innovation without fuels. This technology, developed and after-sales services.
gine-supply contract from Fincantie- 1,450 personnel. Lex Nijsen – Head compromising quality or reliability. in-house by MAN Diesel & Turbo Headquartered in Trieste in
ri for newbuildings ordered by Costa of Four-Stroke Marine – MAN Die- This new order is an exceedingly and fully optimised for its engines, northeastern Italy, the Fincantieri
Asia and P&O Cruises, Australia. sel & Turbo, said: “We are extreme- positive milestone and bodes well provides superior performance Group has built more than 7,000
ly pleased with the continuation of for our future growth in this excit- in terms of fuel consumption and vessels in over 230 years of mari-
The two companies are members what has been a very positive de- ing market, which has always been smoke emissions, especially at time history. With almost 19,000
of Carnival Corporation & plc, the velopment for us within the cruise a frontrunner for developing sen- part load compared to its IMO Tier employees, of whom more than
world’s largest leisure travel com- segment since our first break- sitivity for the environment, emis- II engine version with conventional 7,800 are employed in in Italy, and
pany with a combined fleet of over through at Fincantieri and Carni- sion reduction, and state-of-the-art injection system. 20 shipyards on four continents,
100 ships across 10 cruise-line val. Our company’s firm approach technology.” today Fincantieri is the leading
brands. of the risk-controlled introduction During the evaluation period for About Fincantieri Western shipbuilder.
Each vessel will feature 2 × of new technologies to the mar- selecting the most suitable engine Fincantieri is one of the world’s Fincantieri can count all the ma-
14V48/60CR + 3 × 8L48/60CR me- ket over many years is bearing fruit configuration, the cruise line own- largest shipbuilding groups and jor cruise operators among its cli-
dium-speed MAN engines, provid- and fully in line with the very high ers and Fincantieri paid special at- number one in terms of diversifi- ents and has built over 70 cruise
ing 62,400 kW installed power. The safety, reliability and environmental tention to the highest possible de- cation and innovation. It is a lead- vessels since 1990. Other notable
engines will be delivered to Fin- standards demanded by the cruise gree of redundancy, safety, power er in cruise ship design and con- customers include both the Italian
cantieri’s shipyards in Monfalcone business.” flexibility and reliability. The MAN struction and a reference player in and the U.S. Navy, in addition to
(Trieste) and Marghera (Venice) Sokrates Tolgos – Head of Sales, 48/60CR engines will operate in all high-tech shipbuilding industry several other foreign navies. The
between August 2017 and Sep- Cruise & Ferry – MAN Diesel & Tur- conjunction with MAN Diesel & sectors, from naval to offshore ves- company is also partner to some of
tember 2019. bo, added: “The recently increased Turbo’s well-proven, state-of-the- sels, from high-complexity special the main European defense com-
Each newbuilding will weigh number of new cruise customers art, common-rail injection system vessels and ferries to mega-yachts, panies within a number of supra-
133,500 gross tonnes, have a opting for MAN engines encour- that accommodates running on ship repairs and conversions, sys- national programmes
length of 323 m, a passenger ca- ages us to maintain our focus on both heavy fuel oil and distillate tems and components production
For further information
MAN Diesel & Turbo See DieselFacts online with video clips: Publisher: All data provided in this document is non-binding. This data serves informational purpo-
ses only and is especially not guaranteed in any way. Depending on the subsequent spe-
dieselfacts@mandieselturbo.com www.mandieselturbo.com/dieselfacts Peter Dan Petersen,
cific individual projects, the relevant data may be subject to changes and will be assessed
www.mandieselturbo.com or download the app to your tablet or MAN Diesel & Turbo and determined individually for each project. This will depend on the particular characteri-
stics of each individual project, especially specific site and operational conditions.
smartphone.You can also read
