Beruflich Dokumente
Kultur Dokumente
1/2012
View of the Fort Lauderdale coast. The local MAN PrimeServ centre will service NCL ships in nearby Port Everglades according to the terms of a new contract (Picture copyright Ft. Lauderdale CVB)
Copenhagen Welcomes Holeby GenSets to Low-Speed Family Adopts business model > Page 3
Two-Stroke Adds Mexican Power Reference Expansion of Baja Californian power facility > Page 5
The Basic Principles of Ship Propulsion Extracts from new technical paper > Pages 6-8
Australian Dual-Fuel Power Plant Complete 12V51/60DF engines to drive power facility > Pages 10-11
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DIESELFACTS 1/2012
Installation of the new camshaft by Allan Valdaris and Mikael Kristensen of MAN PrimeServ Australia
MV Yellow Moon pictured alongside in Auckland during repairs (source Reederei Gebr. Winter)
DIESELFACTS 1/2012
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Mikael C. Jensen, Vice President and Head of Engineering for the Low-Speed Business Unit, in his Copenhagen ofce. The HC rsted power plant, a neightbour to MAN Diesel & Turbos DieselHouse museum, is pictured in the background
In connection with MAN Diesel & Turbos recent repositioning of the Holeby GenSet portfolio to within its Copenhagen-based two-stroke organisation, DieselFacts interviewed Mikael C. Jensen, Vice President and Head of Engineering for the Low Speed Business Unit. Its a bright sunny morning in the Danish capital when DieselFacts steps inside Mikael Jensens ofce with its panorama view of Copenhagens lower harbour. A company veteran, Jensen has worked for MAN Diesel & Turbo for nearly 28 years and took up his current position in the summer of 2008. Since the summer of 2011, he has also become ofcially responsible for the engineering of Holeby GenSets namely Holeby GenSets, headquartered in the eponymous, Danish town some two hours drive from the big smoke which has signicantly increased the size of the Low Speed organisation. The rationale behind the repositioning is that the engines involved are exclusively produced by licensees and can therefore logically be aligned with the similar, two-stroke business model. This leaves MAN Diesel & Turbos headquarters in Augsburg free to concentrate on its own production of the larger-bore, four-stroke units. Holeby GenSets have a good reputation among customers as very reliable workhorses, states Jensen. With Holeby joining the Low Speed business unit, Copen-
hagens increased contact with the four-stroke designer is giving it the opportunity to see what this reputation is based upon. Fact nding He hails the great enthusiasm with which the Holeby workers have met the project and says: We have travelled with them to China and Korea to talk to licensees but, rst and foremost, to listen to the licensees, to hear their opinions, and to introduce our plans. Essentially, were in a fact-nding phase. This fact-finding phase aims to gather as much information as possible about Low Speeds new areas of responsibility, bearing in mind that Holeby four-stroke engines are also used for propulsion and not exclusively for electricity production. Low Speed is trying to establish the extent of any techni-
cal problems, known solutions and associated costs. MAN Diesel & Turbo has already written service letters to ship owners to this effect. Low Speed is also looking at licensee sourcing patterns to determine where they get the parts for their engines from and any problems that might arise therein as well as the potential for streamlining production. We want to know what licensees think in the broadest meaning of the word, says Jensen. How the Holeby engines are manufactured, how they get parts, how they test them, how they think our engines compare with the market, pricing, what their own customers think. Everything! Another objective is the benchmarking of the engines to establish how competitive they are. One of the reasons for the initia-
tive is to raise MAN Diesel & Turbos share of the four-stroke market. Despite this, Jensen states: We still own a large share of the market, which means that we are getting a lot of things right and we are in the process of identifying these. As such, the project is a start to reversing this negative trend. Jensen reports a very favourable reaction from licensees and ship owners up till now, but says that the success of the fact-nding mission is a double-edged sword in that the Low-Speed organisation now has something to live up to. He says: Weve been basking in the glory of having started this project, but now people want to see results. Organic growth The new project is actively fostering relationships between Holeby technicians and their licensee counterparts. This corresponds to the way Low Speed works with its licensees where there is an intense working relationship at all levels. Jensen says: There is direct contact on a daily basis at all organisational levels. We regularly exchange visitors with our twostroke licensees and intend this to be the case with four-stroke also. We dont want to live in a bubble here in Copenhagen. He is also at pains to make clear that it will take time before the Holeby business is running just like its two-stroke cousin and says: There are lots of commercial and technical issues to be resolved.
This will take time but we had also reckoned on it. After all, if it was as easy as this [clicks ngers], then there would be nothing interesting about the project. Many technical plans are already in place with an adjustment to the four-stroke programme the rst of these the uprating of the classic 23/30 model. This particular engine has been modernised many times since its original introduction, but MAN Diesel & Turbo is currently increasing its output and introducing other developments that will allow for it to be manufactured at a lower cost than before. The move has had a positive response and increased orders for a workhorse that originally entered the market in the 1960s. Jensen underlines that the Medium Speed Business Units sales teams in Augsburg & Frederikshavn will continue to sell and promote four-stroke marine diesel mechanic and diesel electric propulsion packages. As a final message, Mikael Jensen wants to reassure customers and licensees that Low Speeds dedication to two-stroke remains as strong as ever. He says: We are growing our organisation to integrate Holeby as we could never accept a situation where a licensee or ship owner approached us with a query and we were forced to tell them that we didnt have time to answer them because we had to use our resources on Holeby GenSets.
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DIESELFACTS 1/2012
Automatically updated so you stay in the know. Or read DieselFacts on the go.
Come into DieselFacts world: large-bore diesel engines, turbomachinery, marine and stationary applications, design, licensees, power outputs, gas turbines, steam turbines, compressors, turbochargers, propellers, gas engines, complete marine propulsion systems, turnkey power plants, market segments, process industry, PrimeServ after-sales, global network, research & development.
Library photo of a 7L32/40 engine, from the same family as the Weihai engine
DIESELFACTS 1/2012
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View of the CFE power plant at La Paz, Baja California Sur, Mexico. The power plants Sur I, II and III phases already feature MAN Diesel & Turbo engines in the form of an MAN B&W 10K90MC-S and two MAN B&W 12K80MC-S engines. The new, Sur IV engine another 12K80MC-S unit will work in single-cycle mode and produce 42.3 MW at site ambient conditions
Archive photograph of MAN Diesel & Turbos MAN B&W 12K80MC-S engine
The contract initiates STXs role in the stationary market for MAN B&W two-stroke, low-speed diesel engines. The MAN B&W 12K80MC-S engine will run on local, cost-effective
fuel with a viscosity around 1,100 cSt at 50C and a sulphur content of maximum 4.32%. In order to comply with local legislation, the engine will be optimised to meet the World Banks 1998 guideline,
complying with NO X emissions guaranteed to CFE, and will feature an SCR unit. With this conguration, CFE will be able to control the overall running costs of the emission-control system.
Michael N. Filous, Head of Medium Speed Licence Support, MAN Diesel & Turbo China, delivering his speech at the ceremony in China. Since the event, Filous has been appointed as the new Head of Power Management (PM) within MAN Diesel & Turbos Power Plant business unit.
China has for local content. Filous said: Based on the success of this particular project, MAN Diesel & Turbo is looking forward
to continuing its close cooperation with SXD in the future. While operating in the Chinese market brings with it some strict condi-
tions, we think it is a very exciting market and one that our cooperation with SXD has ultimately made very rewarding.
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DIESELFACTS 1/2012
of the nominal L1 speed of the engine is, however, to be avoided for extended periods of time. Line 4: Represents the limit at which an ample air supply is available for combustion and imposes a limitation on the maximum combination of torque and speed. Line 5: Represents the maximum mean effective pressure level (mep) which can be accepted for continuous operation. Line 7: Represents the maximum power for continuous operation.
Heavy Waves and Sea and Wind Against When sailing in heavy seas with much wave resistance, the propeller can be up to 7-8% heavier running than in calm weather, i.e. at the same propeller power, the rate of revolution may be 7-8% lower. In order to avoid slamming of the ship in bad weather conditions, and thereby damage to the stem and racing of the propeller, the ship speed will normally be reduced by the navigating ofcer on watch. A valid example for a smaller ship based on calculations is shown in Fig. 1. This example shows for a given reduced ship speed of 14 knots the inuence of increased resistance caused by heavy weather and fouling expressed as increased sea margin. Standard Engine Load Diagram Denitions The load diagram (Fig. 2) denes the power and speed limits for the continuous as well as overload operation of an installed engine, which has a specied MCR point M that conforms to the ships specication. Normally, point M is equal to the MCR propulsion point MP, but in
50
25
0%
9,000
8,000
16.5 kn
7,000
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4,000 100
105
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135 r/min
Propeller/Engine Speed
Line 10: Represents the mean effective pressure (mep) lines. Line 5 is equal to the 100% mep-line. The mep-lines are also an expression of the corresponding fuel index of the engine. Limits for Overload Operation The overload service range is limited as follows, see Fig. 2. Line 8: Represents the overload operation limitations. The area between lines 4, 5, 7 and the dashed line 8 in Fig. 2 is available for overload running for limited periods only (1 hour per 12 hours).
cases where a shaft generator is installed, point M may incorporate the engine power required for ship propulsion MP and for the shaft generator SG, if installed. During shop test running, the engine will always operate along curve 1, with point M as 100% SMCR. If CP-propeller and constant speed operation is required, the delivery test may be nished with a constant speed test.
Limits to Continuous Operation The continuous service range is limited by the four lines 4, 5, 7, 3 and, in extraordinary cases, 9. See Fig. 2.
107% of M, see line 9. The above limits may, in general, be extended to 105% and, during sea-trial conditions, to 107% of the nominal L1 speed of the engine, provided torsional vibration conditions permit. Line 3 and line 9: The overspeed set-point is 109% Line 3 represents the maximum of the speed in M, however, it may acceptable speed for continuous be moved to 109% of the nominal operation, i.e. 105% of M. Dur- speed in L1, provided that torsional ing sea-trial conditions the maxi- vibration conditions permit. mum speed may be extended to Running at low load above 100%
L1 L3
5 M
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100 90 80 70 60
4 1 2
5%L1 L2
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Engine speed, % of M Standard load diagram area Extended light running area
Line 1: Propeller curve through SMCR point (M) _ layout curve for engine Line 2: Heavy propeller curve _ fouled hull and heavy seas Line 3: Speed limit Line 4: Torque/speed limit Line 5: Mean effective pressure limit Line 6: Light propeller curve _ clean hull and calm weather _ layout curve for propeller Line 7: Power limit for continuous running Line 8: Overload limit Line 9: Sea trial speed limit Line 10: Constant mean effective pressure (mep) lines
Propeller curve through SMCR point (M), layout curve for engine Heavy propeller curve, fouled hull and heavy seas Normal speed limit Extended speed limit, provided torsional vibration conditions permit Torque/speed limit Mean effective pressure limit Increased light running propeller curve - clean hull and calm weather - layout curve for propeller Power limit for continuous running
Fig. 3: Extended load diagram for speed derated engine with increased light running
DIESELFACTS 1/2012
PAGE 7
Recommendation Continuous operation without a time limitation is allowed only within the area limited by lines 4, 5, 7 and 3 of the load diagram. For xed pitch propeller operation in calm weather with loaded ship and clean hull, the propeller/engine may run along or close to the propeller design curve 6. After some time in operation, the ships hull and propeller will become fouled, resulting in heavier running of the propeller, i.e. the propeller curve will move to the left from line 6 towards line 2, and extra power will be required for propulsion in order to maintain the ship speed. In calm weather conditions the extent of heavy running of the propeller will indicate the need for cleaning the hull and, possibly, polishing the propeller. The area between lines 4 and 1 is available for operation in shallow water, heavy weather and during acceleration, i.e. for non-steady operation without any actual time limitation. The recommended use of a relatively high light running factor for design of the propeller will involve that a relatively higher propeller speed will be used for layout design of the propeller. This, in turn, may involve a minor reduction of the propeller efciency, and may possibly cause the propeller manufacturer to abstain from using a large light running margin. However, this reduction of the propeller efciency caused by the large light running factor is actually relatively insignicant compared with the improved engine performance obtained when sailing in heavy weather and/or with fouled hull and propeller. Extended Engine Load Diagram When a ship with xed pitch propeller is operating in normal sea service, it will in general be operating around the design propeller curve 6, as shown on the standard load diagram in Fig. 2. Sometimes, when operating in heavy weather, the xed pitch propeller performance will be more heavy running, i.e. for equal power absorption of the propeller, the propeller speed will be lower and the propeller curve will move to the left. As the two-stroke main engines are directly coupled to the propeller, the engine has to follow the propeller performance, i.e. also in heavy running propeller situations. For this type of operation, there is normally enough margin in the load area between line 6 and the normal torque/speed limitation line 4, see Fig. 2. To the left of line 4 in torque-rich operation, the engine will lack air from the turbocharger to the combustion process, i.e. the heat load limits may be exceeded and bearing loads might also become too high. For some special ships and operating conditions, it would be an advantage - when occasionally needed - to be able to operate the propeller/main engine as much as possible to the left of line 6, but inside the torque/speed limit, line 4.
Such cases could be for: ships sailing in areas with very heavy weather ships operating in ice ships with two fixed pitch propellers/two main engines, where one propeller/one engine is declutched for one or the other reason. Thus, measurements show an approximate 8-10% heavy running of the remaining propeller in operation for a twin-skeg ship. The increase of the operating speed range between line 6 and line 4 of the standard load diagram may be carried out as shown in Fig. 3 for the extended load diagram for speed derated engine with increased light running. The maximum speed limit (line 3) of the engines is 105% of the SMCR speed, as shown in Fig. 2. However, for speed and, thereby, power derated engines it is possible to extend the maximum speed limit to 105% of the engines nominal L1 speed, line 3, but only provided that the torsional vibration conditions permit this. Thus, the shafting, with regard to torsional vibrations, has to be approved by the classication society in question, based on the extended maximum speed limit. When choosing an increased light running to be used for the design of the propeller, the load diagram area may be extended from line 3 to line 3, as shown in Fig. 3, and the propeller/main engine operating curve 6 may have a correspondingly increased heavy running margin before exceeding the torque/speed limit, line 4. A corresponding slight reduction of the propeller efciency may be the result, due to the higher propeller design speed used.
Dprop=6.8 m
Dprop=6.3 m
Dprop=5.8 m 16.0 kn
7S 5 .2 -B9 0ME
0 7G5
.2 - B9 ME
M2
B9.2 MEG5 0
6S
. E-B9 5 0M
7S
. E-C8 5 0M
15.5 kn
6 S50
8. ME-C
M1
100 r/min
Fig. 4: Layout diagram and constant ship speed lines. Example for a Handymax tanker with different propeller diameters
Constant ship speed line for increased propeller diameter The larger the propeller diameter, the higher the propeller efciency and the lower the optimum propeller speed. A more technically advanced development drive, there-
fore, is to optimise the aftbody and hull lines of the ship including bulbous bow, also considering operation in ballast condition making it possible to install propellers with a larger propeller diameter. The constant ship speed line shown in Fig. 4 indicate the power required at various propeller speeds to keep the same ship speed provided that the optimum propeller diameter with an optimum pitch diameter ratio is used at any given speed, taking into consideration the total propulsion efciency. Normally, for a given ship with the same number of propeller blades, but different propeller diameter, the following relation between necessary power and propeller speed can be assumed: P2 = P1 (n2 /n1) where: P = Propulsion power n = Propeller speed, and = the constant ship speed coefcient.
For any combination of power and speed, each point on the constant ship speed line gives the same ship speed. When such a constant ship speed line is drawn into the layout diagram through a specied propulsion MCR point M1, selected in the layout area, another specied propulsion MCR point M2 upon this line can be chosen to give the ship the same speed for the new combination of engine power and speed. Provided the optimum pitch/diameter ratio is used for a given propeller diameter the following data applies when changing the propeller diameter: For general cargo, bulk carriers and tankers = 0.25 - 0.30, and for reefers and container vessels = 0.15 - 0.25. Fig. 4 shows an example of the required power and speed point M1, through which a constant ship speed curve = 0.28 is drawn, obtaining point M2 with a lower engine power and a lower engine
speed but achieving the same ship speed. Thus, when for a handymax tanker increasing the propeller diameter, and going for example from the SMCR propeller speed of nM1 = 127 r/min to nM2 = 100 r/min, the propulsion power needed will be PM2 = PM1 x (100/127)0.28 = 0.935 x PM1, i.e. involving a power reduction of about 6.5%. In this example, another main engine has been applied, verifying the fuel savings potential of this ultra low speed type engine. When changing the propeller speed by changing the pitch diameter ratio, the constant will be different. Estimations of engine/propeller speed at SMCR for different single screw FP-propeller diameters and number of propeller blades Based on theory and experience, the connections between main engine SMCR power PM, SMCR speed nM and propeller diameter d = Dprop can as guidance be estimated as follows:
3 nM = C x PM
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5
Propeller Efciency o 55.5% 55.0% 54.5% 54.0% 53.5% 53.0% 52.5% 52.0% 51.5% 51.0% 6.6
105 r/min
(Dprop )
4 blades
3 blades
nM PM C
Dprop in m
5 blades 6 blades
105 r/min 105 r/min
105 r/min
3 125
4 115
5 104
6 93
Main engine SMCR = 20,000 kW 105 r/min Single screw xed pitch propeller
6.8 7.0 7.2 7.4 7.6 7.8 8.0 8.2 8.4 m
Propeller Diameter
In the constant C, a light running propeller factor of 4-5% is included. The above formula is valid for standard single screw FP-propeller types. The constant C is an average value found for existing ships (before 2011) and reects the design ship speed applied in the past. Continued on next page
Fig. 5: Selection of number of propeller blades for a ship with main engine with SMCR = 20,000 kW x 105 rpm
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DIESELFACTS 1/2012
Continued from previous page For lower design ship speed which seems to be the coming tendency due to EEDI (Energy Efciency Design Index) and fuel costs, the constant C will be higher. For an NPT propeller (New Propeller Technology), the estimated, claimed engine/propeller speed nM might be approx. 10% lower. Number of propeller blades Propellers can be manufactured with 2, 3, 4, 5 or 6 blades. The fewer the number of blades, the higher the propeller efciency will be. However, for reasons of strength, propellers which are to be subjected to heavy loads cannot be manufactured with only two or three blades. Normally 4-, 5- and 6-bladed propellers are used on merchant ships. In the future maybe 3-bladed propellers may be used due to reduced design ship speed. Ships using the MAN B&W two-stroke engines are normally large-type vessels which, so far, use at least 4-bladed propellers. Ships with a relatively large power requirement and heavily loaded propellers, e.g. container ships, may need 5 or 6-bladed propellers.
The optimum propeller speed depends on the number of propeller blades. Thus, for the same propeller diameter, a 6-bladed propeller has an about 10% lower optimum propeller speed than a 5-bladed. For vibrational reasons, propellers with certain numbers of blades may be avoided in individual cases in order not to give rise to the excitation of natural frequencies in either the ships hull or its superstructure. The influence of a selected number of propeller blades is shown as an example in Fig. 5 for a ship installed with a main engine with SMCR = 20,000 kW x 105 r/ min. For each number of propeller blades, the corresponding applied propeller diameter according to the previous formulae is shown too. A more comprehensive propeller diameter example, based on the mentioned formulae, is shown in Fig. 6 and is valid for 4-bladed FP-propeller types. By means of a given propulsion SMCR (power and speed) point, it is possible to estimate the corresponding FPpropeller diameter. However, in the upper power and propeller diameter range, it is, for technical reasons, probably necessary to select a 5-bladed
10.0 m
9.0 m
8.0 m
7.0 m
Propeller diameter
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30,000
8 Cyl.
G8
0M
35,000
EC
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G6 0
ME-
C9.2
9 Cyl.
G5 0M
E-B9.2
9 Cyl.
-B8.2 S 5 0 ME
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5.0 m
S40ME-B9.2
8 Cyl.
5,000
S35MC-C9.2 / ME-
B9.2
8 Cyl. L 3 - L1 5 Cyl. L 4 - L 2
4.0 m
50
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100
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140
Fig. 6: Example of selection of 4-bladed Fixed Pitch propeller diameter (All gures source MAN Diesel & Turbo)
or 6-bladed propeller type with a reduced propeller diameter and lower pressure pulses (vibrations). Some examples of main engine types (layout diagrams) to be selected are shown too. The text for this article is based on extracts from the newly updated MAN Diesel & Turbo paper Ba-
sic Principles of Ship Propulsion, written by Birger Jacobsen, Senior Two-Stroke Research Engineer in Copenhagen. An M.Sc. graduate of the Technical University of Denmark, Jacobsen joined the company back in 1969 and since 1979 has worked in the Marine Installation Department. He has since be-
come the prolic author of varied technical papers on engine applications and propulsion trends in different vessel segments. The original paper is freely available in its entirety upon request from MAN Diesel & Turbo.
7,000 dwt asphalt and oil tanker Sedef Shipyard, Turkey 110.0 105.7 10.6 6.9 In seawater approx. 7,150 at design draught, 8,450 at scantling draft 14.0 at 80% of MCR (maximum continuous rating)
DIESELFACTS 1/2012
PAGE 9
Diagram of MAN Diesel & Turbos new generation TCS-PTG waste-heat recovery system
PTG20s, MAN Diesel & Turbo will supply 2 + 2 TCA88 turbochargers at a total project volume of some 4 million euro. Delivery is
scheduled to begin by the end of 2012. Through using the TCS-PTG units, Zeppenfeld will not only
save fuel, but will also reduce the operating costs of their gensets as these can be run on part-load when the TCS-PTG unit takes
Photograph from the signing ceremony for the main propulsion systems with: (front row, left to right) Torben Johansen MAN Diesel & Turbo Frederikshavn, Chen Yibing Chief Superintendent CSMTCD, Huang Chengsui Vice President Jiangnan Shipyard (Group) Co., Ltd., Zhang Haisen, President ZJ CME; (back row, left to right) Bao Dongming Vice General Manager ZJ CME, Sha Jin Sales Manager MAN Diesel & Turbo Shanghai, Hu Weiguo Director Newbuilding Division CSMTCD, Zhang Zhibing Ofcer CSMTCD, Gu Jixiang Ofcer CSMTCD, Wu Qiang Vice President CSSC Group, Karsten Borneman MAN Diesel & Turbo Frederikshavn, Shen Weiping Vice General Manager Marine Design & Research Institute of China, Li Cheng Vice General Manager ZJ CME, Li Jun Project Manager ZJCME.
Jiangnan Shipyard, part of the China State Shipbuilding Corporation (CSSC) Group, recently signed a shipbuilding contract with China Satellite Maritime Tracking and Controlling Department (CSMTCD) for two special transportation vessels. Each newbuilding will feature a complete twin-screw MAN Diesel & Turbo propulsion package in the form of two 6L32/40 four-stroke engines, gear boxes, propellers
and a propulsion control system. The MAN 6L32/40 engines will be manufactured by Chinese licensee Zhenjiang CME Co. Ltd (ZJ CME), with each unit developing 3,000 kW at 750 rpm. The two engines aboard each vessel will be connected to type 41VO30 MAN Alpha AMG28 gear boxes, type VBS860 CP propellers with waterlubricated sterntubes, and the Alphatronic 2000 Propulsion Control System supplied by MAN Diesel
& Turbo, Frederikshavn (Denmark). Both vessels will be launched in January 2013 with delivery to CSMTCD scheduled for the following June. CSMTCD is a part of the China Military General Armament Department and provides a vessel research and space-satellite tracking and controlling service. The project represents the rst instance of a Chinese MAN Diesel & Turbo licensee acting as supplier for a complete propulsion sys-
tem, including the propulsion train. To better facilitate the integration and optimisation of the propulsion system and project management, Frederikshavn will provide on-site support for the technical interface coordination, based on a cooperation agreement made with ZJ CME. MAN Diesel & Turbo in Frederikshavn plans to continue promoting this propulsion concept in the future to Chinese licensees and the Chinese market in general, with a
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DIESELFACTS 1/2012
Panoramic view of the Owen Springs site, located west of Alice Springs in Central Australia
DIESELFACTS 1/2012
PAGE 11
Archive photo of the rst engine in transit to Owen Springs after arriving in Darwin in 2010
attributes of our business. Combining MANs local expertise with MANs global resources makes MAN Diesel & Turbo Australia a strong local partner to its clients. Milestones The arrival of the rst of Owen Springs three 10.9-MW generator sets marked a signicant milestone in the project. The engine was originally loaded aboard a ship in Saint Nazaire, France and subsequently arrived in Darwin, capital city of the Northern Territory, during 2010 from where its 230-tonne bulk was transported to the site using multiple prime-movers and a low-loading trailer. The land journey took some six days via a carefully planned 1,500-km route. The engines were individually
commissioned on diesel fuel rst, and then again on gas fuel, utilising a temporary grid connection to provide the load. When the permanent 66 kV transmission line became available, the full automatic control and dynamic responses were tested. All performance guarantees were met or exceeded and, to date, the plant has never experienced a single trip, not even during commissioning. The facility is designed to operate fully automatically and remote control from PWCs Ron Goodin power station in Alice Springs is possible. The Owen Springs Project PWC is a Northern Territory Government-owned corporation that services more than 80,000 customers and has 360 MW of ex-
isting power-generation capacity. The Owen Springs plant is based on three 10.9 MWe generator sets, each powered by a twelve-cylinder, vee-conguration 12V51/60DF engine. The generator sets supply baseload power to the local grid in their gaseous-fuel mode, that is, burning natural gas ignited by a distillate fuel micropilot. Upon operation, the Owen Springs power station became the highest efciency open-cycle dual fuel power supply in Australia. The MAN 51/60DF engine For power-generation applications, the 51/60DF is available in a ninecylinder, inline version and in veeconguration versions with 12, 14 and 18 cylinders. The engines have mechanical ratings of 1,000 kW per
cylinder for 60-Hz power generation (514 rpm) and 975 kW for 50Hz applications (500 rpm). These give an overall generator-set rating range of 8,560 to 17,550 kWe. With its fuel exibility and low emissions, the MAN 51/60DF engine targets applications where operation on a back-up fuel is either essential or desirable. The engines fuel exibility centres on the capability to operate on either gaseous or liquid fuel, and to switch between them seamlessly at full-rated output. In the gaseous-fuel mode, an air-gas mixture is ignited by injection of distillate diesel fuel. On the 51/60DF, the liquid fuel micropilot amounts to 1% of the quantity of liquid fuel needed to achieve fullrated output. It is injected via a common-rail
system that allows exible setting of injection timing, duration and pressure for each cylinder. This flexibility allows the engine to achieve low emissions and to respond rapidly to combustion knock signals on a cylinder-by-cylinder basis. In back-up, liquid-fuel mode, the 51/60DF engine operates as a normal diesel engine injecting distillate or heavy fuel oil (HFO) through a separate, normally dimensioned injector in a camshaft actuated, pump-line-nozzle system. At 500 mg/Nm3 at 5% O2 on gaseous fuel, the 51/60DF readily achieves emissions of oxides of nitrogen (NOX) in compliance with both Germanys TA Luft clean-air regulations and the World Bank Pollution Prevention and Abatement Handbook.
The Owen Springs plant is based on three 10.9 MWe generator sets
DIESELFACTS 1/2012
Martin Dessau - Director, B&W, H.N. Andersen - East Asiatic Company, Lord Pirrie - Harland & Wolff, Belfast, Ivar Knudsen - Technical Director, B&W, and I.L. Amundsen pictured by Selandia during its construction
ments including the use of oil rather than coal dust as fuel, and a system to cool the engines cylinder walls. The rst stationary engine was put into service in 1904 and, along with engineer Olav E. Jrgensen, Knudsen went on to adapt the engine
design to make it suitable for the propulsion of ships most notably by the invention of a reversing gear. H. N. Andersen, founder of the East Asiatic Company, saw potential in the engine and his condence, demonstrated by the order
Library photo of Selandia from B&W archives. MAN Diesel & Turbos DieselHouse museum in Copenhagen is hosting an exhibition on this famous ship. Visit www.Selandia100.dk/diesel-2 for more details
of the 6,800 dwt bulk carrier Selandia, was later celebrated by leaders around Europe when the vessel left Copenhagen on February 22nd 1912, calling in to London enroute to Bangkok for the rst time. In sea trials, Selandia had logged a steady speed of 11-12 knots and had successfully negotiated icy waters. It will mean a revolution in shipping, said Andersen. In future, people will speak of the time before and after the Selandia. Selandias maiden voyage demonstrated its seaworthiness and manoeuvrability without mishap through adverse wind and wave conditions and at slow speed in heavy fog. The vessel had two main engines, each 8-cylinder, four-stroke engines operating at 140 revolutions per minute at normal speed. Electric motors were used to start the engines from any crank position via a 2 m-diameter ywheel. Two air compressors were normally used for fuel injection but an exhaust valve on one of the cylinders could be replaced with a delivery valve so that it operated as a backup to the compressors and the engine could maintain