Beruflich Dokumente
Kultur Dokumente
4/2011
Integrated Gas Turbine and Compressor Package Introduced New GT6 gas turbine > Pages 4-5
PrimeServ Valencia Reigns in Spain Service outfit thriving in difficult market > Pages 6-7
Business is Booming in Brazil! Diesel market with vast potential > Pages 10-11
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DIESELFACTS 4/2011
View from the engine room where four MAN 14V48/60CR engines produce power for the Celebrity Silhouette
terised by good performance over the entire load range, optimised for high-torque layout, and is dynamic, displaying good acceleration ability with invisible smoke from idling to full load, low fuel-oil consumption and low NOx emissions.
Grandweld Shipyards newbuildings Main Particulars Ship type Yard Length oa (m) Length bp (m) Width (m) Depth mld (m). Design draft (m) Operating draft (m) DWT at Operating draft (t) Trial speed (kn) Bollard pull (t) Propulsion package Engines Power Engine controls Type
Source: MAN Diesel & Turbo
90 t bollard pull AHTS Grandweld Shipyards, Dubai, UAE 67.00 59.27 16.80 6.80 5.40 5.00 1,800 13.5 90
The L27/38 has proved itself an ideal prime mover with flexibility for powering the markets most popular propulsors from conventional, controllable pitch and fixed pitch propellers to various Azimuth propellers, Z-drive solutions, thrusters and cyclic propellers such as the highly manoeuvrable Voith Schneider units. Other L27/38 benefits include: high service and overhaul friendliness due to unique pipeless and modular engine design front-end box with all auxiliary system components for easy access and service integrated closed system circuit for, for example, lube oil a cylinder unit concept that facilitates overhauls. Recent references
80 tons and featuring a complete propulsion package of two MAN 8L27/38-VBS engines. The second reference also involves Grandweld Shipyards, who this time are tasked with supplying the Abu Dhabi Ports Company
2 MAN 8L27/38 2 2,720 kW at 800 r/min Alphatronic 2000 LMCS (Local Monitoring Control and Safety System)
MAN Diesel & Turbo has picked up two other medium-speed engine references in the Middle-East recently. The first of these is from Topaz/Adyard and concerns two AHTSs, each with a bollard pull of
Archive photo of an 8L27/38 engine with integrated front-end power take-off for driving Fi-Fi (firefighting) equipment
DIESELFACTS 4/2011
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What began as a three-man assembly workshop in Shanghai back in 2002 has today emerged into a formidable factory in Changzhou with an annual production capacity of more than 1,000 turbochargers. With the recent move to the extended plant in Changzhou, MAN Turbochargers has doubled its production area in China and is prepared for further market growth. In order to meet the increasing demand for small turbochargers in China from MAN Diesel & Turbo licensees and other engine manufacturers alike, the Changzhou plant will start assembly of radial turbochargers in 2012. On the occasion of the successful relocation to Changzhou, MAN Diesel & Turbo invited representatives from Chinese shipyards, engine builders and ship operators
MAN Turbocharger Celebrates First VLCC Order New Assembly Plant in Changzhou for New, Two-Stroke G-Type Engine
to proudly present and jointly celebrate the new production plant. Ultimately, customers will benefit from shorter delivery times and the profound expertise of 10 years turbocharger production in China. The customer event in Changzhou provided the perfect stage for the presentation for the very first time of the new TCA44 turbocharger in public. The TCA44 comes with some new design features which will be gradually introduced to the other frame sizes of the TCA series, as reported previously in DieselFacts 1/2011. Athens-based ship management company Almi Tankers S.A. is set to be first to equip two VLCCs with the very first new 7G80ME-C9.2 engine launched by MAN Diesel & Turbo. The engines will be built by Hyundai Heavy Industries in South Korea with test bed running in January 2013. The vessels will be built at DSME in South Korea, with delivery scheduled for May and December 2013. MAN Diesel & Turbo states that it is also currently involved in several, active VLCC projects where the G80ME-C9 is the preferred engine choice. Indeed, this vessel type was originally the primary target behind the introduction of the G80ME-C9 engine. The shipping industry is currently debating whether or not VLCC layout speed should be reduced to 13 knots from the existing 15 to 15.5 knots, a scenario which the G80 is tailor-made to meet. Ole Grne - Senior Vice President Low-Speed Promotion & Sales - MAN Diesel & Turbo said: Traditionally, super-long-stroke Stype engines, with relatively low engine speeds, have been applied as prime movers in tankers. Following the efficiency optimisation trends in the market, the possibility of using even larger propellers has been thoroughly evaluated with a view to using engines with even lower speeds for propulsion of particularly VLCCs. He continued: VLCCs may be compatible with propellers with larger propeller diameters than the current designs, and thus high efficiencies following an adaptation of the aft hull design to accommodate the larger propeller. The new ultra-long-stroke G80ME-C9 engine type meets this trend in the VLCC market. It is estimated that such new designs offer potential fuel-consumption savings of some 4-7%, and a similar reduction in CO2 emissions. Simultaneously, the engine itself can achieve a high thermal efficiency using the latest engine process parameters and design features. Earlier this summer, Athensbased ship owner Thenamaris placed an order for four 6G80MEC9 engines to power 4 x 5,000-teu container vessels, to be built by Hyundai (HSHI) in South Korea. The G-type programme The G-type programme was introduced to the market in October 2010 with the G80ME-C9 model. MAN Diesel & Turbo subsequently expanded the ultra-long-stroke programme in May 2011 with the addition of G70ME-C9, G60ME-C9 and G50ME-B9 models. The Gtypes have designs that follow the principles of the large-bore Mk-9 engine series that MAN Diesel & Turbo introduced in 2006. Their longer stroke reduces engine speed, thereby paving the way for ship designs with unprecedented high efficiency.
Group photo of some of the attendees at the Changzhou turbocharger customer event
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DIESELFACTS 4/2011
as a mechanical and generator drive. Typical power generation applications are in Combined Cycle (CC) and Combined Heat and Power (CHP). A single-shaft configuration, which is primarily intended for power generation, will soon be available. The twin-shaft configuration makes the new gas turbine an ideal driver for both turbocompressors and pumps. The gas turbine can be operated to suit the opti-
mum operating point of the driven machine, both over a wide speed and power range. The two-stage free power turbine allows operation over a wide speed range of 45 to 105%, while maintaining high efficiency. The gas turbine operates at a speed which is dictated by the torque-and-speed-driven machine. Another important feature of the new gas turbine is its unrestricted suitability for taking load quickly following rapid load changes. In fact,
the rotor and the static component masses have been minimised to cope with transient thermal stress resulting from rapid load changes. At the same time, components have been designed so that they deform perfectly elastically under the stress. Service costs have also been taken into account. MAN opted for a rugged and modular gas-turbine construction, while not compromising on efficiency. The objective
6,900 10,590 34.0 15 27.6 12,000 5,400 - 12,600 28.1 451 < 50 mg/Nm (15% O2, dry) < 100 mg/Nm3 (15% O2, dry) 6
HP Turbine LP Turbine
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losses. The second-row blades feature a clamped shroud. The outlet-end gas generator bearing is held by the rear-end structure. Arranging the bearing downstream of the HP turbine minimises air leakage into the bearing housing. At the same time, the bearing area is readily accessible. Furthermore the machine is supported and held axially by the rearend structure. The two-stage, low-pressure (LP) turbine blading is not cooled, and the rotor blades feature interlocked clamped shrouds. An additional function of the LP turbine-bearing housing is to accommodate an effective outlet diffuser. The outlet casing is a welded structure with an aerodynamically optimised geometry. All components have been designed to facilitate manufacturing according to state-of-the-art production technologies. Low emissions To ensure the lowest emissions, MAN has developed the ACC (Advanced Combustor Can). Air and fuel are mixed in the combustion chamber in an almost ideal process to achieve an almost perfect combustion. The fuel is burnt with surplus air. This lean pre-mix combustion results in a lower flame temperature that minimises nitrogen oxide (NO x) formation. Emissions remain low within a wide power range. The levels are significantly below current limits and thus avoid the necessity for exhaust gas to be further treated by a catalyst. (see table on page 4). The combustion chambers, which are flanged to the integral intermediate casing, are as readily accessible as the fuel injection nozzles, flame tubes and cooling shell tubes. Each component may be removed separately, thus greatly reducing the service time. A simple borescopic access allows the inspection of the entire combustion chamber and the first row of turbine stator vanes. The symmetric arrangement of the six combustion chambers results in a nearly even temperature distribution. The flame tubes and the associated transition ducts are provided with an impingement cooling system. The burner has a swirl chamber and two different fuel injectors which are used in the diffusion mode (pilot gas), in the premix mode, or in the combined diffusion and pre-mix mode as required by the overall operation. During start-up and in low-load operation, the burners are operated in the diffusion mode. They automatically switch over to the pre-mix mode as power increases. The combustion chamber design allows for a uniform temperature profile at the inlet of the first row of turbine stator vanes. Furthermore, the flame tube walls are manufactured from an elevatedtemperature nickel alloy include compressed air cooling slots, which ensure a long service life. The lean combustion is stabilised with a small portion of pilot
gas. This enables the gas turbine to perform even very rapid load changes safely. Highly efficient compressor stages The new compressor series is modelled on MANs successful pipeline compressors. The existing pipeline compressors suit the current fleet of gas turbines (especially the THM 1304) and electric motor drives with powers of 10 MW and above. The new compressor is based upon the proven frame size RV040 (RV = centrifugal compressor with vertically split casing) and is designed for powers below 10 MW according to market requests. Two different nozzle sizes are available. The stage configuration - bundle - is modular in design and allows an adjustment to different customer requirements in regard to volume flow and pressure ratio. Furthermore, the new compressor series relies on recently improved high-efficiency stages with an extremely wide operating range. The new compressor series also benefits from the proven features which are typical of all MAN pipeline compressors. The casing, for instance, is of the barrel type and allows discharge pressures up to 130 bar. The bundle may be readily inspected and replaced without disconnecting the pipeline flanges from the horizontal nozzles of the compressor casing. The compressor and base frame design is sturdy enough to take up a high pipe stress which is typical for this application and ensures maximum reliability during operation. The combined development has resulted in an integrated gas turbine and compressor package, while the directly driven compressor meets all present and future gas-transportation requirements. Additionally, the gas turbine and the compressor are perfectly compatible with each other, with distinct operator advantages that include low fuel-gas consumption in all operating ranges, low investment costs, short delivery time and high availability.
MAN Diesel & Turbo and Kawasaki exchange gifts at the celebrations in Kobe (from left): J. Iki, Executive Officer & General Manager of Machinery Division, Dr Stephan Timmermann MAN Diesel & Turbo, Y. Asano, President of Gas Turbine & Machinery Company and Thomas Knudsen MAN Diesel & Turbo (photo courtesy of Kaiji Press)
MAN Diesel & Turbo to Deliver Compression Technology for Giant Dutch Gas Project
Abu Dhabi National Energy Company PJSC (TAQA) recently awarded MAN Diesel & Turbo Schweiz AG a multi-million euro contract concerning the delivery of compression technology for the Bergermeer Gas Storage installation in Alkmaar, the Netherlands. The scope of delivery comprises six fully integrated, skidmounted, high-frequency motorcompressor systems, providing emission-free and highly efficient operation. Each 13 MW motorcompressor unit, with a weight of more than 80 metric tonnes, consists of a tandem compressor arrangement, generating a flow of 540,000 cubic metres of gas per hour. The complete, rotating assembly levitates in magnetic bearings and is installed in a hermetically sealed housing, thus eliminating the need for shaft seals and, as a result, emissions to the atmosphere. The entire unit is oilfree and creates no gas emissions, thereby fulfilling stringent environmental requirements set by TAQA. The unit will be part of the state-of-the-art zero emission gas treatment and compression facility being built in Alkmaar, the Netherlands. Dr Uwe Lauber, President of MAN Diesel & Turbo Schweiz AG said: I am pleased with TAQAs decision to opt for the MAN solution we recognise the growing interest in our eco-friendly and efficient, integrated, high-speed compressors within the oil and gas industries. The Bergermeer Gas Storage project will create Europes largest open access gas-storage facility. Bergermeer Gas Storage will provide the northwest European gas market with 46 TWh (4.1 billion cubic metres) of seasonal storage, in the process almost doubling the Netherlands total storage capacity. TAQA received the final statutory approvals and permits to construct and operate the facility during the course of 2011. Bergermeer Gas Storage operations are scheduled to start in 2013 with full commercial operation following in 2014.
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DIESELFACTS 4/2011
Native Valencian Santiago Calatrava designed the Hemispheric, part of the citys remarkable City of Arts and Sciences (photo Chosovi - Creative Commons license)
PrimeServ Spain and appointed him Service Manager, a position the 35-year-old has held for over two years. From humble beginnings with just two employees, PrimeServ Valencia can now boast of 15, housed in a modern 1,200-square-metre workshop with 350 square metres of office space on the outskirts of the city. Of the new premises, Caparrs says: Its a complete workshop: we offer comprehensive, technical support and our engineers take care of a broad range of engines. The workshop handles most kinds of job, including injec-
tion jobs, the cleaning of air coolers, piston liners and, of course, there is our recently started, fullyequipped turbocharger workshop. To that end, PrimeServ Valencia has three turbocharger specialists. Introducing turbochargers to the Valencia roster in 2011 has already given a hefty 20% boost to business, a percentage expected to increase significantly again in 2012. Location, location, location Valencias geographical location holds several advantages, including its prominent location on the Mediterranean seaboard that offers di-
rect access to some of the worlds busiest shipping lanes. Similarly, its position on the mainland provides access to Spains three coastlines by motorway, while the local airport also offers direct flights to the most important ports. Thus, engineers can reach jobs promptly, the corollary being that parts bound for the workshop quickly reach Valencia. The city also has a very well developed industrial area and the local PrimeServ has forged relationships with other companies that enables, for example, the machining of very large parts if so required. PrimeServ Valencia also takes advantage of the global MAN PrimeServ network and loans capacity from its neighbours in Portugal and Italy when necessary. Markets PrimeServ Valencias most important market is the stationary segment where its main customer is Endesa, Spains largest electric utility company. Among other locations, Endesa has many engines on the Balearic and Canary islands, and in Ceuta and Melilla in North Africa. Valencias second-most important market is the domestic and foreign marine traffic that calls into Spains extensive coastline, often visiting its many gas terminals and refineries or through technical problems incurred at sea. Gibraltar is also a strategic, geographical point with a large passing trade of ships bunkering or docking, either in Gibraltar itself or across the bay in Algeciras.
The incredible hulk Just outside the city centre, in the Benicalap district, stands the halffinished hulk of the Nou Mestalla, its cranes standing still now for the past two years since financing for the project ran into trouble. Intended as Valencia CFs new home, the football stadiums concrete skeleton stands as testament to the economic woes Spain is currently experiencing. Caparrs take on the situation is upbeat and he states that marine after-sales in Spain have not suffered too much. He attributes this to Endesa being a large concern that hasnt been hit as hard by the crisis as other companies, while PrimeServs other main market ships sailing to or passing through Spanish waters hasnt changed much either, making PrimeServ quite independent of the crisis. Challenges To remain competitive, PrimeServ takes great care setting its pricing structure, while efficiency and a priceless ability to turn jobs around quickly have become hallmarks of the new operation. Caparrs quotes a recent job involving nine fuel pumps from a 90-bore engine in Algeciras among the largest such pumps in the business and three turbochargers, which he describes as: a huge job, which had to be finished within a really short time period. It was hard going and involved intensive labour in the workshop and onboard the vessels where we worked around the
DIESELFACTS 4/2011
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clock, but we successfully completed it inside four days. Balancing the flow of work and keeping the workshop constantly busy is another challenge with the establishment of regular maintenance contracts a target for the future. Caparrs says: When Endesa has engines that need work, or when a dry dock is free for a week, we hit a peak it is very difficult to keep workshop activity constant. However, were getting better at it and this year we have had some very high peaks. This means that customers are starting to learn where we are. We also expect the turbocharger side to bring more work in the future, especially with Spanish turbocharger customers, because we have the only authorised turbocharger workshop in Spain. The message When asked what message he wishes to send customers, Valencias service manager replies that the most important one is that all MAN PrimeServs jobs and services are covered by a warranty. He says: We are not just waiting here to send spare parts, we can also help with technical issues. Customers can contact us with any technical questions they might have and should know that our worldwide organisation is always ready to help. Even if their ship is docking in Singapore, they can contact us and we will in turn contact the right person in our local service centre. We are all about service; this is what we do! Customer care In addition to leading the team and keeping the workshop busy, Caparrs main task is the promotion of PrimeServ which entails regular contact with, and regular visits to domestic customers. He also works actively in retrofit sales looking for solutions to customer problems and maintains close contact with the MAN Diesel & Turbo centres in Copenhagen and Augsburg. Another task is organising customer events at the workshop in Valencia where customers have been asking more about emissions over the last year. Typically, they want to know how PrimeServ can help them reduce emissions and the different types of retro-
fit available. A lot of Spanish ferry companies are affected by emission legislation around the different Spanish islands, while owners of tankers and container ships sailing, for example, to the United States where there are strict, local emission regulations are starting to implement such PrimeServ solutions as the Alpha Lubricator and Diesel Switch fuel cooler. The pursuit of excellence The workshop floor in Valencia is spotless, in fact, its so clean that its actually gleaming. Its hard to believe that it was swimming in oil and dirt just a few days previously after the job on the K90-bore fuel pumps from Algeciras. Thats because Caparrs insists on good housekeeping, which means that, after turning around the Algeciras
Salvaged from an engine that sat in storage for four years before being scrapped by a well-known shipping line, PrimeServ Valencia gIves pride of place to this turbocharger in its workshop where it is used as an invaluable teaching tool
job in record time, the next task his men had was to clean the whole mess up. He has also introduced new ways of thinking to his operation, starting last year when he decided to address quality standards and push them to a point of excellence. To achieve this, he developed a programme with the first item being to implement ISO procedures in the PrimeServ Valencia office in order to get DNV certification. With ISO quality achieved and its working environment approved,
PrimeServ Valencias the next step is to implement LEAN processes in the office to address process flow and waste issues. Started during the summer of 2011 and due to last four months, Caparrs plans to introduce the 5S methodology for efficiency and effectiveness afterwards. Its all about achieving excellence, he says. Other PrimeServ hubs, such as Hamburg, have already introduced these concepts successfully and we see great benefits in following suit.
Adis With the interview at a close, DieselFacts takes a tour of the facilities and winds things up by taking pictures outside in the bright sunshine. Getting Ruben Caparrs to smile for pictures is no easy task. The Spanish are a very serious people, he jokes. But that said, all jokes aside, and despite the tough economic climate that Spain is currently experiencing, PrimeServ Valencia is in seriously good shape and ready to go to work.
A SPANISH CASE STUDY Endesa, Spains major power supplier, runs a number of lowspeed, two-stroke diesel engines at its power plants on the Balearic and Canary Islands. Through its involvement with the ongoing maintenance of the engines, PrimeServ Valencia was contacted by Miguel Bueno del Amo, Chief of Mechanical Maintenance of Mahn Diesel Power Plant, to study how to improve the current cylinder liners lubrication with an updated and more efficient system. As a result, MAN Diesel & Turbo developed an interesting project involving the Alpha Lubricator system that has enabled marine customers to save up to 20-30% of lubricating-oil costs. The Alpha Lubricator System was originally developed for twostroke, marine application engines that typically change load frequently. However, PrimeServ Valencia estimated that the Endesa engines could benefit from being fitted with the lubricator and submitted a proposal to the customer. As a consequence, the first of the three MAN B&W 10L67GBE-S engines installed in the power plant on Mahn was retrofitted with Alpha Lubricators this year. The engines from Mahn Diesel Power Plant must follow the load fluctuations in the electrical grid of Mallorca and Menorca islands,
which work as an interconnected electrical system, with a power output within the range of 7 to 14 MW. As such, this represented an excellent scenario for the Alpha Lubricator to show its potential. Operating results, which showed a significant cut in the volume of lube oil consumed by the engine, fitted with Endesas original requirements. The general condition of the engine was also reported as being improved so Endesa made another purchasing order for a second Alpha Lubricator installation. During 2012, the third L67 engine will be equipped with the new system, meaning that the entire Mahn Power Plant will then run on Alpha Lubricators. Ruben Caparrs originally thought of the Alpha Lubricator idea. Knowing that the lubricator was not designed with this type of engine in mind, he was still convinced that it could be used successfully in this power plant application. The major advantage in retrofitting the engine with an Alpha Lubricator is the better control of oil dosage, better distribution of the lubricating oil on the ring pack, reduction of deposits due to burned additives, and a much better control of liner corrosion. Caparrs remarks that the power plants maintenance manager was particularly interested in
the technical aspects of the installation and wanted a full overview of the retrofit before PrimeServs engineer commenced work. While the lube-oil savings arent as high as might be expected for a two-stroke engine in a marine application, the amount of oil saved is significant enough to go further with the retrofit strategy, bearing in mind that the main goal Endesa looked for was the maximisation
of engine reliability in combination with oil savings. Caparrs is of the opinion that this development has opened up a new market of good potential for the Alpha Lubricator because, as a very modern product, it could prove to be a new lease of life for older engines such engines currently constitute a large segment of the Spanish marine market.
Miguel Bueno del Amo, Chief of Mechanical Maintenance, Mahn Diesel Power Plant
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DIESELFACTS 4/2011
The HS Humboldt is a container vessel owned by Reederei Hansa Shipping. MAN Diesel & Turbo carried out a turbocharger cut-out retrofit and subsequent field test during 2011 (photo copyright Hansa)
a turbocharger cut-out exceeding six months in length, the rotor has to be removed from the turbocharger and the turbocharger must be preserved and taken out of service according to the operating
manual. An alternative option is to interrupt the cut-out with an installed rotor after six months for 100 operating hours and to continue the cut-out thereafter.
A TCA turbocharger cut-out with an installed rotor is approved for a maximum period of six months. For
The HS Humboldt is powered by an MAN B&W 9K90MC-C engine with three TCA77 turbochargers
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Examples for Cost Saving Applications* with -26 specification Engine Type 5G50ME-B9.2 7G50ME-B9.2 5S50ME-B9.2 7S50ME-B9.2 5G60ME-C9.2 7G60ME-C9.2 5G70ME-C9.2 6S80ME-C8.2 6S80ME-C9.2 6S80ME-C9.2 8S80ME-C8.2 8S80ME-C9.2 8G80ME-C9.2 8K80ME-C9.2 9S90ME-C9.2 Previous Application 1x TCA66-24 1x TCA77-24 1x TCA66-24 1x TCA77-24 1x TCA77-24 1x TCA88-24 1x TCA88-24 1x TCA88-25 2x TCA77-21 2x TCA77-21 2x TCA88-21 2x TCA88-21 2x TCA88-24 2x TCA88-24 3x TCA77-21 New Application 1x TCA55-26 1x TCA66-26 1x TCA55-26 1x TCA66-26 1x TCA66-26 1x TCA77-26 1x TCA77-26 1x TCA88-26 2x TCA66-26 1x TCA88-26 2x TCA77-26 2x TCA77-26 2x TCA77-26 2x TCA77-26 2x TCA88-26
The -26 series features a new RCQ compressor with increased airow and internal recirculation (IRC) for extended surge margin
The new -26 TCA turbochargers naturally include all the wellestablished design features of the TCA series such as high performance level, easy maintenance and
high reliability. Originally launched in 2003, the well-known series has since become one of the most successful turbocharger choices for modern, two-stroke engines.
*Only L1 point ratings and high load optimisation. Source: MAN Diesel & Turbo
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DIESELFACTS 4/2011
Christ the Redeemer watches over Rio de Janeiro and out to sea, much as MAN Diesel & Turbo does in Brazils rapidly developing economy (photo Piisamson/Artyominc Creative Commons license)
The Tambaqui project, near Manaus, for Breitener covered four MAN 18V48/60 and one MAN 16V32/40 engines with a combined output of 83,000 kW. The engines provide base load to the local grid (photo Breitener Energtica S.A.)
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Manaus
Salvador
Rio de Janeiro
try has surrendered markets to the more competitive Far East. With the strength of the Real (R$) and the relatively high costs associated with taxation and local wages, competition on price seems quite unrealistic. That said, MAN Diesel & Turbo fully understands the Brazilian desire for local involvement in the production of ship equipment and is actively considering establishing a production facility to fit in with this key requirement. Power plants Brazil is today the largest world market for large-bore, stationary diesel power plants and could become the next frontier for diesel engines powered by such green fuels as bio-ethanol and other biofuels. It also has a growing natural gas market. As the market is asking for turnkey power plants with a high local content, MAN Diesel & Turbo sees improving local procurement and service networks as the best way to gain more power customers in Brazil. The company is very active in the power-plant sector and a major player in Brazilian power solutions with MAN engines accounting for over 750 MW output in 2010, a figure that is projected to rise to some 1,800 MW by end-2011. As stated previously, Brazil is the most important stationary engine powergeneration market in the world, having ordered over 8 GW in landbased generating sets in the last 5 years, and MAN Diesel & Turbo has positioned itself well in the market. At the end of 2009, Grupo Bertin a large, international conglomerate from Brazil awarded MAN Diesel & Turbo a contract to supply the electro-mechanical equipment for six diesel power plants near the major city of Salvador. The order covered 120 largebore diesel engines and genera-
tors with the order volume coming to around 300 million euro. MAN Diesel & Turbo supplied MAN 18V32/40 type gensets, complete with associated generators and auxiliaries. All in all, the six diesel power plants are projected to generate over 1,000 MW of electricity. EPASA MAN Diesel & Turbo has delivered and commissioned the engines for what is today the worlds largest, operating diesel power plant. The facility has its origins in 2008 when Centris Elctricas da Paraba S.A. (EPASA) ordered 38 MAN 18V32/40 and 2 x MAN 9L32/40 medium-speed, HFO-fuelled engines. The plant, located in the city of Joo Pessoa in Paraba state, Northeastern Brazil, has an output of 342 MW and operates as a reserve plant. In this way, it supports Brazils power generation system, which is in great part reliant on hydro-electric power plants but which need back-up during times of low rain fall and water levels. On this project, MAN Diesel & Turbos scope of work also included managing all electro-mechanical engineering and supply, building supervision, as well as commissioning. As such, this comprehensive involvement in the establishment of such a large plant paves the way for MAN Diesel & Turbo to increase its involvement in power management and broaden PrimeServs appeal in Brazil. MAN Diesel & Turbo has also supplied eight diesel engines for a 148 megawatt plant in Bahia state in an order worth around 33 million euro when originally placed in 2007. The 18V48/60 type mediumspeed diesel engines were delivered to local energy provider Energtica Camaari Muricy I.S.A. The plant in question was a standby power plant intended to cover supply shortfalls.
The 18V32/40 genset is at the centre of the new Grupo Bertin order
fully understands the Brazilian desire for local involvement in the production of ship equipment and is actively considering establishing a production facility to fit in with this key requirement. To this end, the company is already working closely with domestic companies for the local production of components like alternators, control panels and base frames for gensets, while assembly and test facilities are also currently under preparation. The question of whether or not the production of MAN Diesel & Turbo engines will once again take place in Brazil is important, and is certainly a move that would be welcomed by the countrys government. In tune with the booming economy and marine sector, Brazil is currently establishing new shipbuilding yards like the impressive Estaleiro Atlntico Sul (EAS) south of Recife. EAS is the biggest and most modern naval and offshore construction and repair shipyard in the southern hemisphere and considered a landmark in the reactivation of Brazils shipbuilding industry. It represents an investment of R$ 1.4 billion (600 million euro) and has a built-in processing capacity of 160,000 tons of steel annually. Within the last year or two, EAS received an order for 18 large tankers for Petrobras, all powered by MAN B&W two-stroke engines, with some also featuring MAN Diesel & Turbo genset engines and propellers. MAN Diesel & Turbo recently attended the delivery ceremony of a Petrobras/Transpetro tanker at an impressive ceremony held at the Mau yard in Rio de Janeiro. The first of five identical vessels, each vessel is equipped with MAN B&W two-stroke engines and Alpha propellers. At the ceremony in Rio, the respective presidents of Petrobras, Transpetrobras and, notably, Dilma Rousseff President of Brazil, made positive speeches emphasising new times for the Brazilian maritime sector and the strong future ahead for Brazilian shipbuilding with local production. Another noteworthy yard is the new STX Brasil Promar yard which has already received orders for eight LPG carriers, featuring MAN Diesel & Turbo two-stroke and four-stroke engines and propellers, even before construction of the facility was complete. Similarly, older ship yards have been rebuilt in order to meet the huge demand of ships in the domestic market, while
established yards like Rio-based Estaleiro Ilha (EISA) and Mau have both received orders for ships utilising MAN Diesel & Turbo main engines and gensets, turbochargers and propellers. While MAN Diesel & Turbo designs generally dominate the marine market for larger ships, the company faces much stiffer competition in offshore projects like FPSOs and drill ships with large four-stroke engines. Here, price, product quality and performance are among the key issues, as is the demand for local content which compels suppliers to build up Brazilian supply chains so as to remain in compliance. The market today Since Brazil ceased large-scale production of ships in the 70s, any subsequent such projects developed the ability to drag on for years, and without there necessarily being an end-product. This situation has certainly changed in recent years. Generally speaking, marine and offshore projects in Brazil have a tendency to be delayed, occasionally for many months. However, such projects are rarely in danger of being cancelled, such is Petrobras need for ships and other hydrocarbon
equipment to extract its oil deposits and transport them to the mainland for processing and sale. MAN Diesel & Turbo can boast of very good cooperation with yards and shipowners. Contacts and communication with customers are essential for doing business in Brazil, and MAN Diesel & Turbo works with design institutes, shipowners, operators, yards and the authorities within the marine and offshore area. Indeed, the company appreciates how important it is to understand how the Brazilian market mechanism works. Contact with governmental authorities has been especially important, as has accommodating Petrobras requirement for local content when supplying equipment to the ship industry. This, in turn, has prompted the question of whether engine production in Brazil is again relevant, depending on whether the local need for engines is large enough and whether the export of engines produced in Brazil is realistic. Generally, over the past few decades, European heavy indus-
Naming ceremony in 2010 for the Joo Candido, the first Suezmax tanker in a series of ten built by Estaleiro Atlntico Sul for TransPetro. The oil tankers main engine is an electronically controlled MAN B&W 6S70ME-C type, designed by MAN Diesel & Turbo and built by licensee Doosan (photo Petrobrs)
DIESELFACTS 4/2011
Graphic of the second-generation EGR system (orange) integrated with its host engine
tonnage. Generally, ships use HFO as fuel, which contains sulphur and which during combustion, forms NOx and SOx. However, the envi-
ronmental effects of ship emissions are under increased focus and the UN is currently introducing regulation aiming at drastically reducing
NOx and SOx emission levels over the next decade. MAN Diesel & Turbos EGR system ensures full fuel flexibility,
ranging from HFO to distillates and natural gas, and reduces NO x by directing part of the exhaust gas back into the engines scavenge air. This reduces the oxygen content of the air in the combustion chamber, thereby reducing the combustion temperature and, as a result, reduces the NOx formation. Tests at MAN Diesel & Turbos Diesel Research Centre, Copenhagen have shown that reaching the IMOs forthcoming Tier III NO x emission requirements is possible with EGR in its own right. Target group The target group for MAN Diesel & Turbos EGR system is owners of ships of over 2,000 dwt, a segment that today comprises some 18,000-20,000 vessels operating globally. The EGR system offers great value and has a number of unique selling points, including its environmental performance, global seafaring flexibility, the added resale value it gives ships, and its disposal with the requirement for daily maintenance.
Library picture taken during the construction of a sister ship identical to newbuilding #2358