A Technical Customer Magazine of MAN Diesel & Turbo

Transcription

1 A Technical Customer Magazine of MAN Diesel & Turbo 3/213 Aerial view of part of the massive Port of Rotterdam complex. Prominent in the picture are multiple fuel tanks, representative of the many refuelling options available to modern vessels, to which, among others, methanol and LPG can increasingly be added. On this basis, the introduction of the ME-LGI engine can be viewed as timely (picture courtesy Port of Rotterdam) Development of Liquid Gas Injection ME-LGI Engine Announced MAN Diesel & Turbo has announced the development of a new ME- LGI dual-fuel engine. The engine expands the company s dual-fuel portfolio, enabling the use of more sustainable fuels such as methanol and Liquefied Petroleum Gas (LPG). MAN has subsequently signed a Letter of Intent with Vancouverbased Waterfront Shipping for the use of four MAN ME-LGI engines on its ships. The engines will run on a blend of 95% methanol and 5% diesel fuel. The four G5ME-LGI units are targeted for the end of 214, with engine delivery to follow in the summer of 215. Momentum Ole Grøne, Senior Vice President Low Speed Promotion & Sales MAN Diesel & Turbo, said: We can really see the momentum towards dual-fuel operation building now. The ME-GI engine we introduced and immediately received orders for in late-212 confi rmed the growing demand to have the option to run ships on LNG as well as HFO in the face of increasing fuel prices. Owing to market interest, we have now extended our dual-fuel engine programme with an ME-LGI unit that can run on liquid fuels. He continued: The interest in our ME-LGI engine confi rms this dual-fuel, low-speed trend and offers even more alternatives to HFO including methanol, LPG, dimethyl ether (DME), and (bio-) ethanol as well as several other, low-fl ashpoint fuels. Grøne concluded: MAN Diesel & Turbo s experience with twostroke, dual-fuel engines stretches back to the 199s. As such, we have long been prepared for this market development and feel uniquely poised to deliver the optimal solutions. With increasing fuel prices and upcoming shipping regulations, we identifi ed the need to develop an engine that can enable ships to run on alternative fuels with environmental benefi ts. Continued on page 2 Common-Rail Engines to Power Luxury Italian Cruise Ships MAN Diesel & Turbo leads consortium in clean package that also features Alfa Laval PureSOx wet scrubbing system The company is to supply eight engines for the diesel-electric propulsion of two cruise ship newbuildings to Fincantieri Cantieri Navali Italiani S.p.A., world leader in cruise shipbuilding. The company is delivering the engines in cooperation with Alfa Laval who will supply accompanying exhaust-gas-treatment systems (PureSOx) for sulphur-oxide removal. Each cruise ship will be powered by 2 MAN 9L32/44CR + 2 MAN 12V32/44CR engines, providing a combined output of 23,52 kw in a diesel-electric propulsion arrangement. The engines will operate with MAN Diesel & Turbo s well-proven, state-of-the-art, common-rail injection system, suitable for both heavy fuel oil and distillate fuels. This technology, developed in-house by MAN Diesel & Turbo and fully optimised for its engines, provides superior performance in terms of fuel... Continued on page 2 MAN L16/24 GenSet Marks 3, Global Sales Re-invention of concept key to success Unveiling of Gigantic Engines Confirms New Market Direction MAN B&W Units Power Brazilian Resurgence Suezmax tanker latest vessel in oil fleet Derating & other Retrofits How to meet tomorrow s propulsion requirements and reduce fuel costs > Page 3 > Page 5 > Page 8 > Page 1

2 PAGE 2 DIESELFACTS 3/213 DIESELFACTS 3/213 PAGE 3 MAN Announces Development of Liquid Gas Injection ME-LGI Engine Continued from front page The ability of our ME-LGI engine to run on a sulphur-free fuel offers great potential, stated Ole Grøne, Senior Vice-President, MAN Diesel & Turbo. A clean alternative Methanol is a sulphur-free fuel and MAN Diesel & Turbo sees much market potential for it stemming from the low-sulphur fuel requirements for ship operation within SECA zones. The company states that it expects all of its existing MAN B&W two-stroke engines to be retrofi ttable in a cost-effi cient manner to operation according to the LGI concept on either methanol or LPG. Waterfront Shipping, a wholly owned subsidiary of Methanex Corporation, is a global marine transportation company specializing in the safe, responsible and reliable transport of bulk chemicals and clean petroleum products. With the growing demand for cleaner marine fuel to meet environmental regulations coming into effect in Northern Europe and other regions, methanol is a promising alternative fuel for ships. Methanol is a sulphur-free fuel and provides many environmental and clean burning benefi ts. In using methanol-based marine fuel, we can reduce emissions and fuel costs at the same time, stated Jone Hognestad, President, Waterfront Shipping. MAN Diesel & Turbo s new fuel-booster valve The ME-LGI concept The ME-LGI concept is an entirely new concept that can be applied to all MAN Diesel & Turbo low-speed engines, either ordered as an original unit or through retrofi tting. With two new injection concepts, the ME-LGI concept greatly expands the company s dual-fuel portfolio and enables the exploitation of more low-fl ash-point fuels such as methanol and LPG. The engine s ME- prefi x indicates that the new engine benefi ts from well-proven electronic controls that also encompass the fuel being injected by a so-called Booster Fuel Injection Valve. This innovative fuel booster, specially developed for the ME-LGI engine, ensures that a low pressure, fuelgas supply system can be employed, signifi cantly reducing fi rsttime costs and increasing reliability. MAN developed the ME-LGI engine in response to interest from the shipping world in operating on alternatives to heavy fuel oil. Methanol and LPG carriers have already operated at sea for many years and many more LPG tankers are currently being built as the global LPG infrastructure grows. With a viable, convenient and economic fuel already on-board, exploiting a fraction of the cargo to power a vessel makes sense with another important factor being the benefi t to the environment. MAN Diesel & Turbo states that it is already working towards a Tier-III-compatible ME-LGI version. About Waterfront Shipping Waterfront Shipping operates the largest methanol ocean tanker fl eet in the world with its catalogue comprising vessels from 3, to 49, dwt. Waterfront s modern fl eet of 18 deep sea tankers delivers products to most of the major international markets, including those in North America, Asia, Europe and Latin America. About Methanex Corporation Methanex is a Vancouver-based, publicly traded company and is the world s largest supplier of methanol to major international markets. Methanex shares are listed for trading on the Toronto Stock Exchange in Canada under the trading symbol Mx ; and on the NAS- DAQ Global Market in the United States under the trading symbol MEOH. Expected emissions reduction* NO x SO x PM C 2 LNG 1-15% 9-95% 9% 24% LPG 1-15% 9-95% 9% 1% * Compared to Tier II engine operating on HFO and conventional fuel valve, and HFO pilot oil The MAN L16/24 Generating Set GenSet Marks 3, Global Sales Regular re-invention of concept key to long success of MAN L16/24 workhorse MAN Engines to Power Luxury Italian Cruise Ships Continued from front page consumption and smoke emissions, especially at part-load. Sokrates Tolgos MAN Diesel & Turbo Head of Cruise & Ferry Sales said: We feel extremely honoured to have won Fincantieri, the world s largest cruise shipbuilder, as a new customer for our engines in this high-added-value market segment. Fincantieri s and Viking Ocean Cruises confi dence in realising such a technologically leading and innovative cruise project with MAN Diesel & Turbo and Alfa Laval, our consortium partner, signals a new era of cooperation. We consider it an historical step for our future growth in the cruise and ferry business. Tolgos continued: By combining MAN s effi ciency-leading 32/44CR engines with the PureSOx exhaustgas-treatment system, these superluxury cruise vessels can fulfi ll the increasingly stringent global requirements for permissible sulphur-oxide emissions in the most economical manner possible. This especially applies to the demanding limit of.1% sulphur fuel equivalent in Emission Controlled Areas (ECAs). The two new vessels are bound for Viking Ocean Cruises, sister company of Viking River Cruises, the world s leading river-cruise line. With a total passenger capacity of 936 and a crew to passenger ratio of approximately 1:2, the ships are destined to serve the segment demand for small, super-luxury vessels. Delivery of the two newbuildings to the ship owner is scheduled for early 215 and early 216, respectively. Graphical rendering of one of the new cruise ships. Each newbuilding weighs in at 47,8 gross tons, has a length of m, and a width of 28.8 m PureSOx Alfa Laval s PureSOx system removes over 98% of sulphur oxides from a ship s exhaust gas through washing it with seawater (open-loop system), or freshwater (closed-loop system), or a combination of both (hybrid system). This cost-saving solution enables vessels to comply with strict International Maritime Organization (IMO) regulations by using heavy fuel oil instead of expensive, low-sulphur marine gas-oil. Because of the typically stringent space requirements that exist for technical equipment aboard cruise ships, the more compact multiple inlet PureSOx system design has been chosen where the exhaust gas from each engine pair is cleaned using a single PureSOx system. Fincantieri and Viking Ocean Cruises decided to employ the closed-loop PureSOx system using freshwater with caustic soda as a reducing agent. The cleaning system will, accordingly, be able to handle the requirements posed to it by any port or harbour and will permit the cruise vessel to operate in low-alkalinity waters such as estuaries or the Baltic Sea, or other such sensitive areas around the world. First introduced in the 199s, MAN Diesel & Turbo s 16/24 GenSet is a proven workhorse that has been employed by a broad range of applications and whose continuous re-designs have kept it competitive. Mikael C. Jensen Mikael C. Jensen, Vice President and Head of Engineering for the Low- Speed Business Unit, MAN Diesel & Turbo said: Since its fi rst entry to the market two decades ago, the L16/24 has regularly been updated and kept pace with modern demands. The Mk. 2 package with valve guide arrangement has been standard for a couple of years for newbuildings, and is also now offered as retrofi t package. A sales total of 3, units is a remarkable achievement in a tough market, and we will continue to develop the engine so it remains competitive in the years to come. MAN Diesel & Turbo has introduced several, different generations of the L16/24 over its lifetime with a constant focus on achieving ever longer TBOs and increased output. The HFO-powered engine has shown its versatility and has been employed as a GenSet aboard many different types of vessel from handysize bulk carriers, tankers and general cargo vessels, to small and medium-sized reefers, container vessels, ferries and cruise ships. It has also served as power plant in some of the world s hottest climates, as well as some of the coldest inside the Arctic Circle. Furthermore, the engine has also found favour as a laboratory unit for testing lubricating oils and has also found a niche as a test unit at different technical universities in Europe and South America. Aesthetically, the streamlined, exterior design of the L16/24 uncluttered by tubes and pipes has also been recognised with a prestigious ID design award. Benefits The L16/24 engine family s kw power range and cost-effectiveness, in terms of both capital investment and daily operation, combined with the latest updates to the original design, make it deserving of the workhorse title. Engine characteristics include: Performance engine output at 1, and 1,2 r/min ranges from 45 kw (5 cyl.) to 99 kw (9 cyl.) with each L16/24 engine a Main Data L16/24 Bore: 16 mm, Stroke: 24 mm class leader in terms of specifi c weight (kw/kg) Compactness with maximum dimensions of m, the L16/24 is the smallest engine in its power output class Lightweight these compact dimensions deliver a substantial weight advantage compared to rival units. The L16/24 range Speed r/min 1,2 1, Frequency Hz 6 5 weighs between just 9.5 and 13.1 tonnes Simple maintenance as with all MAN engines Improved working conditions the L16/24 operates with very little vibration and is fi tted with sound insulation jackets that substantially reduce engine noise. Eng. kw Gen. kw* Eng. kw Gen. kw* 5L16/ L16/ L16/ L16/ L16/ Dimensions Cyl. No r/min 12/1 12/1 12/1 12/1 12/1 A mm 2,87 3,82 3,557 3,832 4,17 B mm 1,4 1,49 1,585 1,68 1,68 C mm 4,27 4,572 5,142 5,512 5,787 H mm 2,337 2,337 2,415/2,337 2,415 2,415 Dry Mass t *Based on nominal generator effi ciencies of 95%

3 PAGE 4 DIESELFACTS 3/213 DIESELFACTS 3/213 PAGE 5 TAT personnel and the MAN B&W G6ME-C9 engine pictured in Korea after the successful test Latest G-Type Sails Through its Type Approval Test Korean TAT confirms potential of 6-bore graduate Recently in Korea, MAN Diesel & Turbo s latest G-type engine passed its Type Approval Test at HHI-EMD, the engine and machinery division of Hyundai Heavy Industries. The ultralong-stroke G6ME-C9 engine went through its paces under the watchful eye of many interested observers, including representatives from the major classification societies. Christian O. Rasmussen, Head of Classifi cation Business, MAN Diesel & Turbo, praised the collaboration between his company and HHI-EMD and said: Our 6-mm bore engines have enjoyed much market success because of their reliability. The new G-type continues this legacy, as confi rmed by the successful TAT here in Korea. He continued: The G6 engine represents the culmination of many years development work. In these uncertain times for the shipping industry, MAN Diesel & Turbo sees signifi cant opportunities arising for G6 as fuel prices continue to rise. MAN Diesel & Turbo reports having close to 2 G-type engines on order, spread over a broad spectrum of applications and a number of different licensees with HHI-EMD leading the fi eld and states that it has the fastest market acceptance any engine series in the MAN B&W portfolio has ever received. The engine is due to power a tanker owned by Istanbul-based Densa Tankers, the international ship management and chartering company specialising in oil and chemical tankers. The vessel will be managed by Thome, the Singapore-based provider of global, integrated ship management services. The G-type programme MAN Diesel & Turbo s G-type programme entered the market in October 21. The G-types have designs that follow the principles of the large-bore, Mark 9 engine series that MAN Diesel & Turbo introduced in 26. Their longer stroke signifi cantly reduces engine speed, thereby paving the way for ship designs with unprecedented higheffi ciency. G-type efficiency G-type engines longer stroke results in a lower rpm for the engine driving the propeller. This lower optimum engine speed allows the use of a larger propeller and is, ultimately, signifi cantly more effi cient in terms of engine propulsion. Together with an optimised engine design, this reduces fuel consumption and markedly reduces CO 2 emissions. MAN Diesel & Turbo fi rmly believes that, just as its MAN B&W S- engines became the fi rst choice within the container ship segment, that G-engines will become fi rst choice for bulkers, tankers and some box ships. Chinese Ship Owners See Advantage of Fuel-Sharing Mode More and more LNG Carriers employing 51/6DF engines MAN Diesel & Turbo has won the contract to supply the engines for six Chinese LNG carriers (LNGCs). The order for the 3 MAN 51/6DF dual-fuel engines is a significant development for both Chinese shipyards as well as the LNGC market. The confi guration for the new order covers 5 8L51/6DF engines, all of the engines are IMO Tier IIcompliant in diesel mode and will have lower exhaust-gas emissions in gas mode than IMO Tier III stipulates fuel-sharing mode will be applied to each unit. The customer is a consortium, formed by Sinopec Kantons, MOL and Shanghai-based CSLNG, a daughter company of China Shipping. Each newbuilding will have a payload of 174, m³ and be DFDE (dual-fuel diesel electrical)- driven, providing the customer with the optimum redundancy. The vessels will be the fi rst large LNG carriers with a DFDE confi guration built in China. The vessels will be constructed at Hudong-Zhonghua Shipyard located in Shanghai at the Jiangnan Changxing Production Line No. 1, now the responsibility of Hudong, following parent group China State Shipbuilding Corporation s (CSSC) re-organisation of production facilities. When delivered, the ships will load LNG in Gladstone, Australia for a number of Chinese import terminals Qingdao, Beihai, Tianjin, Lianyungang and Wenzhou. Steel cutting on the fi rst ship will be in Archive photo of an MAN 8L51/6DF engine January 214. The sixth ship will be delivered in the fourth quarter, 217. MAN Diesel & Turbo reports that the engines will be designed and built at its Augsburg works in southern Germany. Fuel-sharing mode Fuel Sharing Mode (FSM) describes the operation of a dualfuel engine with a mixture of fuel gas (NG, NBOG) and fuel oil (MGO, MDO or HFO) at a certain ratio. All cylinders operate at the same fuelsharing ratio simultaneously. MAN Diesel & Turbo s Erwin Boijmans, Sales Manager Marine Medium Speed business unit, based in Augsburg said: This order is yet another success for the 51/6DF s fuel-sharing capability, a special feature and one of the reasons we have especially focused on LNG carrier applications with the 51/6DF unit. This Chinese order comes on the back of another milestone LNGC order with the same confi guration we recently landed in Japan and augurs well for the future. Adopting fuel-sharing mode brings quite a few advantages, including: full load with low quality of fuel gas (LHV, MN) full load with low quantity of fuel gas full load with high ambient air temperature retrofi t DF-light (gas mode without pilot fuel system). Unveiling of Gigantic Engines Confirms New Market Direction Following from the market development towards the further optimisation of large container ships propulsion efficiency, MAN Diesel & Turbo has announced two significant additions to its engine programme. The G95ME-C9.2 and S9ME-C1.2 units rank among the largest and most powerful engines the company has ever released to the marine, twostroke market. Fig. 4 Graphical rendering of the G95ME-C9.2 engine The company reports that the drawing delivery time for the S9ME-C1.2 and G95ME-C9.2 is, respectively, 2 4 months and 9 11 months after placing a fi rm order, facilitating the consideration of the engines for projects currently in planning stages. As can be seen in Figure 1, different alternatives for different layouts in respect to design speed can be achieved by the two engine types. As can also be seen, the S9ME-C9.2 can be made available from rpm, that is, the layout diagram of the S9ME-C9.2 can be extended from the current L3-L4 speed of 76 rpm down to 72 rpm if so required for projects. This extension of the layout diagram requires no change to the S9ME- C9.2 basic engine design. The S9ME-C1.2 is similar to the well-known S9ME-C9.2 in that all outline dimensions are identical, including footprints. Any design differences are related to the increase in the mean effective pressure, leading to modifi cations of the crankshaft journal bearing design and web thickness, and including an adaptive modifi cation to the connecting rod. Minor differences in the size and number of, for instance, turbochargers and hydraulic pumps for the hydraulic power supply (HPS) follow normal power/rpm output rules. SMCR power kw 75, FP-propellers with 6 blades constant ship speed coefficient =.2 7, 65, 6, 55, 5, 45, 4, r/min Engine/propeller speed at SMCR SFOC g/kwh SMCR power and speed are inclusive of: 15% sea margin 1% engine margin 5% light running IMO Tier ll ISO ambient conditions LCV = 42,7 kj/kg Standard high-load optimised engines % SMCR Engine shaft power N = NCR M = SMCR Fig. 2 Expected SFOC for propulsion of 13, - 14, teu container vessel at 23 knots M1, M2, M3, M4, M5 1G95ME-C9.2 9G95ME-C9.2 Dprop=9.9 m 6 Dprop=9.6 m 6 11S9ME-C1.2 11S9ME-C9.2 1S9ME-C1.2 Fig. 1 SMCR versus engine/propeller speed for propulsion of 13, to 14,-teu container vessel at 23 knots Saving in operating costs (Net Present Value) Million USD IMO Tier ll ISO ambient conditions N = NCR = 9% SMCR 25 days/year Fuel price: 7 USD/t Rate of interest and discount: 6% p.a. Rate of inflation: 3% p.a kn 24. kn 22. kn Alt. 5 1S9ME-C1.2 (9.9 m 6) Alt. 3 11S9ME-C9.2 (9.9 m 6) Alt. 2 9G95ME-C9.2 (9.9 m 6) Alt. 4 11S9ME-C1.2 (9.9 m 6) Alt. 1 1G95ME-C9.2 (9.9 m 6) Alt. 1 1G95ME-C9.2 (9.9 m 6) Alt. 4 11S9ME-C1.2 (9.9 m 6) Alt. 2 9G95ME-C9.2 (9.9 m 6) Alt. 3 11S9ME-C9.2 (9.9 m 6) Alt. 5 1S9ME-C1.2 (9.9 m 6) Lifetime Years Fig. 3 Savings in operating costs versus time for propulsion of 13, - 14, teu container vessel at 23 knots The main figures for the two engine types are as follows: SFOC L1-L3/L2- L4(g/kWh) Vpist (m/s) S (mm) B (mm) S/B mep L1 (bar) G95ME-C / , ,87 8/7 S9ME-C / , ,1 84/72 Pcyl L1 (kw) rpm L1/L3

4 PAGE 6 DIESELFACTS 3/213 DIESELFACTS 3/213 PAGE 7 Regarding the Propulsion of 7,-1, dwt Small Tankers A new, technical paper by Birger Jacobsen Senior Two-Stroke Research Engineer MAN Diesel & Turbo, Copenhagen The main ship particulars of 7,- 1, dwt small tankers are normally approximately as follows: the overall ship length is 116 m, breadth 18 m and scantling draught m, see Fig. 1. Recent development steps have made it possible to offer solutions which will enable significantly lower transportation costs for small tankers (and bulk carriers) as outlined in the following. One of the goals in the marine industry today is to reduce the impact of CO 2 emissions from ships and, therefore, to reduce the fuel consumption for the propulsion of ships to the widest possible extent at any load. This also means that the inherent design CO 2 index of a new ship, the so-called Energy Effi ciency Design Index (EEDI), will be reduced. Based on an average reference CO 2 emission from existing tankers, the CO 2 emission from new tankers in gram per dwt per nautical mile must be equal to or lower than the reference emission fi gures valid for the specifi c tanker. This drive may often result in operation at lower than normal service ship speeds compared to earlier, resulting in reduced propulsion power utilisation. The design ship speed at Normal Continuous Rating (NCR), including 15% sea margin, used to be as high as 14. knots. Today, the ship speed may be expected to be lower, possibly 13 knots, or even lower. A more technically advanced development drive is to optimise the aftbody and hull lines of the ship including bulbous bow, also considering operation in ballast condition. This makes it possible to install propellers with a larger propeller diameter and, thereby, obtaining higher propeller effi ciency, but at a reduced optimum propeller speed, i.e. using less power for the same ship speed. Small tanker As the two-stroke main engine is directly coupled with the propeller, the introduction of the super long stroke S3ME-B9.3 engine with an even-lower-than-usual shaft speed will meet this goal. The main dimensions for this engine type, and for the existing smallsize tanker (and bulk carrier) engine L35MC6.1, are shown in Fig. 2. On the basis of a case study of an 8, dwt small tanker in compliance with IMO Tier II emission rules, this paper shows the influence on fuel consumption Fig. 1 A typical small tanker when choosing the new S3ME- B engine compared with the old and normally used L35MC6 engine. The layout ranges of 5 and 6S3ME-B9.3 engines compared with 5 and 6L35MC6.1 together with the 5S35ME-B9.3 are shown later in Fig. 5. EEDI and major ship and main engine parameters Energy Effi ciency Design Index (EEDI) The IMO (International Maritime Organisation) based Energy Effi ciency Design Index (EEDI) is a mandatory index required on all new ships contracted after 1 January 213. The index is used as an instrument to fulfi l international requirements regarding CO 2 emissions on ships. EEDI represents the amount of CO 2 emitted by a ship in relation to the transported cargo and is measured in gram CO 2 per dwt per nautical mile. The EEDI value is calculated on the basis of maximum cargo capacity (7% for container ships), propulsion power, ship speed, SFOC (Specifi c Fuel Oil Consumption) and fuel type. Depending on the date of contract, the EEDI is required to be a certain percentage lower than an IMO defi ned reference value depending on the type and capacity of the ship. The main engine s 75% SMCR (Specifi ed Maximum Continuous Rating) fi gure is as standard applied in the calculation of the EEDI fi gure, in which also the CO 2 emission from the auxiliary engines of the ship is included. According to the rules fi nally decided on 15 July 211, the EEDI of a new ship is reduced to a certain factor compared to a reference value. Thus, a ship bigger than 2, dwt and built after 225 is required to have a 3% lower EEDI than the 213 reference fi gure. For ships smaller than 4, dwt, there are no lower limitation demands. For the 8, dwt small tanker in question, the EEDI reference value required after 225 will be 7.5% lower, i.e. equal to 92.5% of the 213 reference EEDI value. Major propeller and engine parameters In general, the highest possible propulsive effi ciency required to provide a given ship speed is obtained with the largest possible propeller diameter d, in combination with the corresponding, optimum pitch/diameter ratio p/d. As an example, this is illustrated for an 8, dwt small tanker with a service ship speed of 14 knots, see the black curve in Fig. 4. The needed propulsion SMCR (Specifi ed Maximum Continuous Rating) power and speed is shown for a given optimum propeller diameter d and p/d ratio. According to the black curve, the existing propeller diameter of 3.5 m may have the optimum pitch/ diameter ratio of.72, and the lowest possible SMCR shaft power of about 3,625 kw at about 219 r/min. The black curve shows that if a bigger propeller diameter of 3.9 m is possible, the necessary SMCR shaft power will be reduced to about 3,425 kw at about 179 r/min, i.e. the bigger the propeller, the lower the optimum propeller speed. If the pitch for this diameter is changed, the propulsive effi ciency will be reduced, i.e. the necessary SMCR shaft power will increase, see the red curve. 5,586 1, ,942 S3ME-B9.3 The red curve also shows that propulsion-wise it will always be an advantage to choose the largest possible propeller diameter, even though the optimum pitch/ diameter ratio would involve a too low propeller speed (in relation to the required main engine speed). Thus, when using a somewhat lower pitch/diameter ratio, compared with the optimum ratio, the propeller/engine speed may be increased and will only cause a minor extra power increase. The effi ciency of a two-stroke 5,84 1,1 46 1,98 L35MC6.1 Fig. 2 Main dimensions for the new S3ME-B9.3 engine and the old L35MC6.1 applied earlier For an 8, dwt small tanker, the following case study illustrates the potential for reducing fuel consumption by increasing the propeller diameter and introducing the S3ME-B9.3 as main engine. The ship particulars assumed are as follows: Scantling draught (m) 7.5 Design draught (m) 7.1 Length overall (m) 116. Length between pp (m) 11. Breadth (m) 18. Sea margin (%) 15 Engine margin (%) 1 Design ship speed (kn) 14. and 13. Type of propeller main engine particularly depends on the ratio of the maximum (fi r- ing) pressure and the mean effective pressure. The higher the ratio, the higher the engine effi ciency, i.e. the lower the Specifi c Fuel Oil Consumption (SFOC). Furthermore, the higher the stroke/bore ratio of a two-stroke engine, the higher the engine effi ciency. This means, for example, that a super long stroke engine type, as the S3ME-B9.3, may have a higher effi ciency compared with a shorter stroke engine type, like an L35MC6.1. The application of new propeller design technologies may also motivate use of main engines with lower rpm. Thus, for the same propeller diameter, these propeller types can demonstrate an up to 6% improved overall effi ciency gain at about 1% lower propeller speed. This is valid for propellers with Kappel technology available at MAN Diesel & Turbo, Frederikshavn, Denmark. Hence, with such a propeller type, the advantage of the new low speed S3ME-B9.3 engine can be utilised also in case a correspondingly larger propeller cannot be accommodated. 8, dwt small tanker Based on the above-stated average ship particulars assumed, we have made a power prediction calculation (Holtrop & Mennen s Method) for different design ship speeds and propeller diameters, and the corresponding SMCR power and speed, point M, for propulsion of the small tanker is found, see Fig. 5. The propeller diameter change corresponds approximately to the constant ship speed factor α =.28 [ref. P M2 = P M1 (n2/n1) α ] Referring to the two ship speeds of 14. knots and 13. knots, respectively, three potential main engine types, pertaining layout diagrams and SMCR points have been drawn-in in Fig. 5, and the main engine operating costs have been calculated and described. The L35MC6.1 engine type (21 r/min) has often been used in the past as prime movers in projects for small tankers. Therefore, a comparison between the new S3ME- B9.3 and the old L35MC6.1 is of major interest in this paper. FPP No. of propeller blades 4 Propeller diameter (m) target In this connection, the existing 5S35ME-B9.3 seems to have the ideal low engine speed, however powerwise, it is too big. It should be noted that the ship speed stated refers to NCR = 9% SMCR including 15% sea margin. As an example, Fig. 3 shows the annual operating costs valid for 13 knots. Case M3 /N3 indicates a relative saving of 7.% compared to M1 /N1 with an MAN B&W 5L35MC6.1 engine. Summary Traditionally, long stroke L-type engines, with relatively high engine speeds, have been applied as prime movers in very small tankers. Following the effi ciency 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 small tankers and bulk carriers. Small tankers and bulk carriers may be compatible with propellers with larger propeller diameters than the current designs, and thus high effi ciencies following an adaptation of the aft hull design to accommodate the larger propeller, together with optimised hull lines and bulbous bow, considering operation in ballast conditions. The new and small super long stroke S3ME-B9.3 engine type meets this trend in the small tanker and bulk carrier market. This paper indicates, depending on the propeller diameter used, an overall effi ciency increase of 3-7% when using S3ME-B9.3, compared with the old main engine type L35MC6.1 applied so far. The Energy Effi ciency Design Index (EEDI) will also be reduced when using S3ME-B9.3. In order to meet the stricter given reference fi gure in the future, the design of the ship itself and the design ship speed applied (reduced speed) has to be further evaluated by the shipyards to further reduce the EEDI. This text is an abridged version of the original paper that also includes calculations and graphs for main engine operating costs at 14. and 13. knots. The original paper is freely available in its entirety from MAN Diesel & Turbo upon request. Annual operating costs Million USD/Year 2. Fig. 3 Total annual main engine operating costs for 13. knots Increased propeller diameter S3ME-B9.3 Propulsion SMCR power Possible Possible kw Dprop=4.3 m Dprop=3.9 m 6, (= 6.6% of T 4-bladed FP-propellers des ) (= 54.9% of T des ) constant ship speed coefficient = r/min 5, SMCR power and speed are inclusive of: 15% sea margin 1% engine margin 5% light running 4, T des = 7.1 m M1 3, 2, 1, Propulsion SMCR power kw 4, 3,9 3,8 3,7 3,6 3,5 3,4 3,3 3,2 3,1 3, Dprop: % 5L35MC6.1 N1 3.3 m 4 4-bladed FP-propellers d = Propeller diameter p/d = Pitch/diameter ratio Design Ship Speed = 14. kn Design Draught = 7.1 m m.77 5S35ME-B9.3 M = SMCR (14. kn) M1 = 3,585 kw 21 r/min, 6L35MC6.1 M2 = 3,51 kw 195 r/min, 6S3ME-B9.3 M3 = 3,395 kw 173 r/min, 6S3ME-B M3 M3 IMO Tier ll ISO ambient conditions 25 days/year NCR = 9% SMCR Fuel price: 7 USD/t 3.9% 5S3ME-B9.3 N2 3.5 m 4 SMCR power and speed are inclusive of: 15% sea margin 1% engine margin 5% propeller light running 3.9 m S3ME-B9.3 6S3ME-B9.3 M2 M2 5S3ME-B9.3 S3ME-B r/min 6L35MC6.1 5L35MC6.1 M = SMCR (13. kn) M1 = 2,71 kw 21 r/min, 5L35MC6.1 M2 = 2,655 kw 195 r/min, 5S3ME-B9.3 M3 = 2,54 kw 166 r/min, 5S3ME-B L35MC6.1 Power and speed curve for various propeller diameters (d) with optimum p/d ratio 21 r/min S3ME-B9.3 Bore = 3 mm Stroke = 1,328 mm Vpist = 8.63 m/s S/B = MEP = 21 bar = 64 kw 195 r/min r/min Engine/propeller speed at SMCR M1 5S3ME-B9.3 N3 3.8 m kn 13. kn Relative saving in operating costs % 16 Existing Dprop=3.5 m (= 49.3% of T des ) Fig. 5 Different main engine and propeller layouts and SMCR possibilities (M1, M2, M3 for 14. knots and M1, M2, M3 for 13. knots) for an 8, dwt small tanker operating at 14. knots and 13. knots, respectively 7.% L35MC6.1 Maintenance Lub. oil Fuel oil 3.5 m r/min Engine/propeller speed at SMCR kn Power and speed curve for the given propeller diameter d = 3.9 m with different p/d ratios Fig. 4 Infl uence of propeller diameter and pitch on SMCR for an 8, dwt small tanker operating at 14. knots d p/d 15. kn p/d

5 PAGE 8 DIESELFACTS 3/213 DIESELFACTS 3/213 PAGE 9 Innovative Slide Fuel-Valves Notch Up Noteworthy Milestone First introduced at the turn of the millennium, MAN PrimeServ MAN Diesel & Turbo s service division recently retrofitted its 2, th slide fuel-valve. Christian Ludwig Head of Retrofit & Upgrade MAN Diesel & Turbo, said: Slide fuel-valves have proved to be very popular within the marine, two-stroke market. Really, it s a case of having introduced the MAN PrimeServ s slide fuel-valve right technology at the right time and the slide fuel-valve s strong market performance is testimony to the fuel savings and increased environmental profile it brings to working vessels. It is important to note that slide fuel-valves improve the low-load operating capability of engines. Slide Fuel-Valves Slide fuel-valves come as standard on all new MAN B&W engines but can also be retrofitted on MC engines. The slide fuel-valve eliminates the so-called sac volume, which reduces fuel-oil consumption and, furthermore, eliminates dripping from the fuel-valve nozzle. Compared to conventional valves, the slide fuel-valve has NO x -reduction potential. The reduced sac volume leads, by nature, to an improved combustion process, resulting in fewer deposits throughout the gas ways and a reduction in overall emissions, such as HC, NO x and particulate matter. Furthermore, visible smoke conditions are also greatly reduced as a result of the improved combustion. Conversely, engines fitted with slide fuel-valves have, due to improved low-load performance with regard to soot formation, a significant advantage in an era where slow steaming (sailing at part load) has become the industry norm. This reduces/eliminates the need to run at high revolutions in order to clean exhaust channels. Hydrocarbon emissions versus load for conventional and slide fuel-valves Retrofitting and benefits The procedure for replacing standard valves with slide fuel-valves is straightforward and can be carried out by ship personnel after instruction or MAN PrimeServ as required. Fitting the new valve type brings many extra benefits to the table, including: Significantly improved low-load performance Better combustion process Reduced fouling of gas ways and exhaust-gas boiler Reduced fouling of piston top land No drips no sac volume Less visible smoke formation Lower HC, NO x and particulate matter emission levels. MAN Diesel & Turbo Propulsion Package to Power Seismic Vessel MAN Diesel & Turbo recently signed a contract for the supply of 8L32/44CR B.2 engines as part of a complete propulsion package to power a seismic vessel ordered by GC Rieber Shipping of Norway. The contract contains an option for an extra vessel. Four of the engines, along with 2 2-speed Flender Twin-In/Single- Out reduction gears and MAN Alpha Twin Screw CP propellers in AHT nozzles, will power the vessel. The seismic vessel is graded as Ice Class 1A*, which provides a good basis for operating in Arctic areas. The vessel design is an ST 324 XT from Skipsteknisk of Aalesund, Norway whose hull will be constructed in Poland with outfitting subsequently carried out at the Myklebust shipyard north of Aalesund. The propulsion plant is scheduled for delivery by May 214 with vessel delivery following in March 215. Expertise in ice has long been a GC Rieber Shipping trademark with an emphasis on delivering customer solutions for demanding operations in sensitive environments where quality, safety and environmental concerns are crucial. These tough requirements also apply to the propulsion plant and the shipyard s previous, positive experience with MAN Diesel & Turbo engines was decisive in finalising the propulsion package. Propulsion package The four-stroke 8L32/44CR B.2 common-rail engines with a highpowered 6 kw/cylinder will be constructed and tested in Augsburg, Germany headquarters of MAN Diesel & Turbo. The common-rail B.2 engine is one of the most advanced in the company s product portfolio, has a second-tonone SFOC, and has gained a solid foothold in the offshore business. The reduction gears from Siemens-Flender are specially designed such that at constant engine speed (75 rpm) two different propeller speeds can be selected (155 rpm or 12 rpm), allowing the propellers to have a much wider silent-operation window. The TI/SO gears are also provided with 2 2,6 kw e PTOs each. Graphical rendering of the new seismic vessel (courtesy Skipsteknisk) The MAN Alpha VBS11 Mk5 CP propellers utilise, courtesy of up to six operating modes, the flexible propeller-output speed to operate at the optimum efficiency in all modes. Suppressing cavitation on the propellers is an important design criterion since, especially on the pressure side, the noise deriving from cavitation can disturb seismic sonar readings. The ø42 CP propellers operate in Alpha High Thrust (AHT) nozzles, which further help to increase propeller performance by offering higher thrust at low vessel speed, and reduce cavitation noise through selection of the optimum nozzle L/D ratio. The Alphatronic 2 remote-control system facilitates the most favourable propulsion-plant control in all operating modes. A special feature of the new seismic vessel is an ice operation mode since the DNV Ice 1A* only applies when one engine is engaged to each propeller shaft. The complete propulsion plant at 1% MCR is classed as fully MCR certified by DNV for operation in areas with no ice. Finally, as part of the overall deal, MAN Diesel & Turbo will provide two years of online service and PrimeServLab (stringent quality control for engine operating fluids) on board in order to obtain valuable performance data for seismic highload operation. MAN B&W Units Power Brazilian Resurgence Suezmax tanker powered by MAN B&W ME-C engine is latest vessel in oil-transport fleet Ceremony at Changzhou Facility Marks the Official Beginning of TCR Turbocharger Production in China MAN Diesel & Turbo representatives recently attended the delivery ceremony of the Suezmax tanker Zumbi dos Palmares. Powered by an MAN B&W 6S7ME-C type prime mover and 3 MAN 7L23/3H auxiliary engines, the vessel is the second ship built by Estaleiro Atlantico Sul (EAS) stemming from the Brazilian Government s PROMEF shipbuilding program. The ceremony took place at the EAS shipyard, in north-eastern Brazil, and was attended by the President of Brazil Dilma Rouseff, President of Petrobras Maria das Graças Silva Foster, and President of Transpetro Sergio Machado. We are proud to participate in this new chapter of Brazilian shipbuilding history, said Lincoln de Sousa, Diesel Division director of MAN Diesel & Turbo in Brazil who also attended the ceremony. He continued: We want to congratulate Transpetro on the successful launch and are confident that our engine will contribute to a successful working life for the new tanker. To this end, we have already trained some of the Zumbi dos Palmares crew on various aspects of the engine s operation Naming ceremony in 21 for the João Candido, the first Suezmax tanker in a series of ten built by Estaleiro Atlântico Sul for TransPetro and a sister ship to Zumbi dos Palmares. The oil tanker s main engine is an electronically controlled MAN B&W 6S7ME-C type, designed by MAN Diesel & Turbo and built by licensee Doosan (photo Petrobrás). at our MAN Primeserv Academy in Rio de Janeiro. At the ceremony, Transpetro also announced the reactivation of contracts for 12 ships to be constructed by EAS. The latest newbuilding is one of 1 Suezmax vessels EAS is contracted to produce. Transpetro is Brazil s largest hydrocarbon transportation company and a fully owned subsidiary of Petrobras, the local energy multinational. Under PROMEF (Program for Modernization and Expansion of the Fleet), Transpetro has ordered a total of 28 ships, all to be equipped with MAN B&W twostroke prime movers. Each engine has an output of circa 22, hp. The Zumbi dos Palmares has a payload of one million barrels of crude oil, equivalent to half of Brazil s daily production, and will primarily sail long, international routes. Immediately after the ceremony, the tanker started its maiden voyage, departing Atlântico Sul in Suape for the Campos Basin off Rio de Janeiro. Its launching marks the fifth PROMEF vessel in operation, two of which have come from the EAS yard. The other EAS vessel is a sister Suezmax tanker, the João Cândido, which was delivered in 21 and is similarly powered by an electronically controlled MAN B&W 6S7ME-C type engine. About PROMEF PROMEF aims to modernise the Transpetro fleet with a secondary aim the stimulation of activity within the Brazilian naval industry. Under the original terms of the program, 49 vessels of different sizes for the transport of oil and oil products were ordered, distributed among domestic shipyards, amounting to an investment of R$ 1.8 billion. The expectation is that the Transpetro fleet will number more than 11 ships in 216. Zumbi dos Palmares main data Length (m) Moulded breadth (m) 48. Height (m) 51.6 No. of tanks cargo tank leftovers Speed (kn) 14.8 Range (miles) 2, Main engine Aux. engines Source: Petrobrás 1 MAN B&W 6S7ME-C, maximum continuous power 16,852 kw at 91 rpm 3 7L23/3H, individual output of 1,12 KW at 9 rpm MAN Turbocharger China recently unveiled the first TCR12 turbocharger completely assembled at its Changzhou factory. This new development confirms MAN Diesel & Turbo s strategy of localising its turbocharger production in China. (from left to right) Ralf Großhauser Senior Vice President MAN Diesel & Turbo, Head of Turbocharger Business Unit, Stjepan Kucifer Managing Director, MAN Diesel & Turbo Changzhou, and Dai Jun Head of Turbocharger Production China, unveil the first TCR12 turbocharger assembled at MAN Turbocharger Changzhou Over the last two decades, the level of shipbuilding activity in China has increased dramatically, resulting in the country being ranked as the top shipbuilding nation globally for the first time in 21. As the leading supplier of turbochargers for marine diesel-engine manufacturers in China, MAN Diesel & Turbo has continuously contributed to this rapid development and had already established a local set-up in Shanghai in 22. Initially acting as an assembly workshop for axial turbochargers, MAN subsequently localised component production over the years. In time, the Shanghai factory became too small and, in 211, the turbocharger workshop was moved to the existing plant in Changzhou. China is of strategic importance for the Turbocharger Business Unit, said Ralf Großhauser, Senior Vice President and Head of the Turbocharger Business Unit. With the localisation of the TCR turbochargers, we are able to support our European production, shorten delivery times and cut transportation costs for the benefit of our Chinese customers. MAN Turbocharger is committed to its ramp up China strategy and the company reports that it plans to continue localising further frame sizes from its TCR turbocharger programme in the future.

6 PAGE 1 DIESELFACTS 3/213 DIESELFACTS 3/213 PAGE 11 cally controlled cylinder lubrication in the form of its Alpha Lubricator. For existing applications with 3-4 turbochargers, the company also advises the installation of a turbocharger cut-out system, a retrofi t that actually improves main-engine performance during all low-load operations. Fuel Savings MAN Diesel & Turbo also offers a number of other ways to signifi cantly reduce fuel bills even further with reductions of up to 15% achievable depending on the changes made to the engine set-up and the level of investment made. These retrofi t solutions include: PMI installation the PMI system is a computerised tool for reliable and precise performance evaluation of engines Low-load tuning Propeller retrofi t and Propeller upgrading compared to conventional designs, the whole portfolio of Kappel propellers offers fuel savings of up to 6%, a fi gure that increases when combined with other propulsion improvements Derating and propeller retrofi t engine derating can signifi - cantly reduce fuel consumption and increase effi ciency at lower ship speeds. The greater a shipowner s fi nancial investment in his ship, the greater the fuel savings. For engines in service, it is clear that derating retuning an engine to yield the optimal fuel consumption performance offers the greatest individual potential for lowering fuel costs. Case study The table on the previous page shows the key data from a case study on a 74,-dwt Panamax tanker. The tanker displayed a savings potential of 12-15% in terms of fuel consumption when allowing for costs for derating, the replacement of the original propeller for an MAN Alpha Kappel propeller, and the installation of a rudder bulb. With the total cost of derating coming to 1.2m Euro, the projected payback time for the conversion was 2½ years. Vessel and engine-specific study Before going to work on a ship, MAN PrimeServ MAN Diesel & Turbo s service division perform a thorough analysis covering: Investigation of full engine-derating potential Turbocharger-matching Torsional vibration calculations Torsional vibration counter measured if needed Propeller performance for new propeller at new rating Quote for engine derating and propeller. Financing with Trident In light of the global, economic slow-down, many fi nancial institutions are not interested in facilitating the loans required to fi nance derating and other, essential ship modifi cations. MAN Diesel & Turbo identifi ed this trend early on and, already by 29, had introduced its Trident fi nancing program to address the problem of fi nancing retrofi ts. The whole idea of the Trident program is to facilitate customer investment in PrimeServ retrofi ts. As such, Trident is a unique retrofi t-fi nancing package where saved expenses cover the investment. The investment required to purchase retrofi t solutions is relatively low compared to the resultant savings, and the payback period can be two years or less. The new fi nancing scheme is directly linked to the two-year payback period, with four semi-annual payments. In this way, the payment is spread out over the payback period and ultimately balanced by the savings created by the retrofi t itself. PrimeServ sees this distributed payment model as a signifi cant incentive that will draw attention to its retrofi t solutions. Saving (%) , 14, Power [kw].76 Efficiency [-].74 12, 8 1, ,.7 4 6,.68 4, , Derating & Other Retrofit Options How to meet tomorrow s propulsion requirements and reduce fuel expenditure , 1,2 1,4 1,6 Investment (KEUR) Fig. 2 Percentage savings versus investment in thousands of Euros: generally speaking, the greater a shipowner s fi nancial investment in his ship, the greater the attainable fuel savings Vessel speed [knots] Fig. 4 Power and effi ciency versus vessel speed: results from the featured case study on a Panamax tanker Timeline (month) MAN Diesel and Turbo s retrofit concept consists of a range of solutions that apply the latest developments within diesel technology to engines in service, in the process bringing them up to current standards, meeting modern emission levels and lowering running costs. The concept applies to all MAN Diesel & Turbo engines both marine and stationary propellers and turbochargers and has multiple benefits for engines, vessels and shipowners alike. Alpha Lubricator With over 3, units sold, the Alpha Lubricator system is based on the principle of injecting a specifi c volume of oil into a cylinder liner after a certain, preset number of engine revolutions. This can be adjusted as required for each individual cylinder unit, and a computer automatically adjusts the feed-rate according to the engine s power output. Accordingly, the Alpha Lubricator displays very low feed rates with commensurate, large savings of lubricating oil of between 2-3%. Slide fuel valve New optimised vessel characteristics at existing L1 engine rating: Slide fuel-valves come as standard on all new MAN B&W engines but can also be retrofi tted on MC mechanical engines. The slide fuel-valve has now sold over 2, units and eliminates the so-called sac volume, which reduces fuel-oil consumption and eliminates dripping from the fuel-valve nozzle. Compared to conventional valves, the slide fuel-valve has sign i fi c a nt N O x -reduction potential. The reduced sac volume leads, by nature, to an improved combustion process, resulting in fewer deposits throughout the gas ways and a reduction in overall emissions, such as HC, NO x and particulate matter. Furthermore, visible smoke conditions are also greatly reduced as a result of the improved combustion. Conversely, engines fi tted with slide fuel-valves have, due to improved low-load performance with regard to soot formation, a signifi - cant advantage in an era where slow steaming (sailing at part load) has become the industry norm. This reduces/eliminates the need to run at high revolutions in order to clean exhaust channels. Slow steaming In 29, MAN Diesel & Turbo issued a service letter that triggered an interest for the continuous running of MAN B&W engines in the 1-4% engine load area slow steaming. MAN B&W two-stroke engines are designed for continuous operation at 1% engine load, but with the appropriate precautions and especially through derating the engine, safe and reliable continuous engine operation New optimised vessel characteristics at new, derated engine rating: Main engine MAN B&W 5S6MC-C7.1-TI MAN B&W 5S6MC-C7.1-TI SMCR 11,3 15 rpm 6,85 79 rpm Propeller 7,2 mm, MAN Alpha Kappel propeller & rudder bulb 7,2 mm, MAN Alpha Kappel propeller & rudder bulb Vessel speed Design = 12.5 knots Design = 12.5 knots, Max. speed = 14 knots Efficiency gain > 7.2 % > 9.1 % (prop) % (ME) = 14.7 % Existing set-up Derated set-up Max speed (kn) Optimising speed (kn) ,5 Operating speed (kn) ,5 SMCR (kw) 11,3 6,85 RPM Table 2 Principal data for a 74,-dwt Panamax tanker case study down to 1% engine load is possible with more frequent inspections but without major modifi cations. The basic requirements for slow % Relative propulsion power needed steaming are slide fuel valves and the monitoring of exhaust gas ways for fouling. MAN Diesel & Turbo also recommends electroni knots Ship speed Order received Documentary credit Delivery 4 payments Fig. 5 From the Trident investment program: example of savings versus investment for Alpha lubricators and slide-fuel valves Table 1 Existing engine rating solution versus derated engine solution Fig. 1 The slow-steaming principle: percentage of relative propulsion power needed versus ship speed Fig. 3 From the Panamax tanker case study: (top) Power versus Speed; (bottom) Calculated SFOC examples using different scenarios Fig. 6 Alpha Lubricator and slide fuel-valve

7 DIESELFACTS 3/213 Four-Stroke Units Selected for Offshore Construction Niche Multi-layer vessel Ceona Amazon to specialise in pipelines and subsea structures MAN Diesel & Turbo has won an order to supply the main gensets for a multi-layer vessel newbuilding, recently commenced by Lloyd Werft Bremerhaven AG for British client, Ceona. The Ceona Amazon will be equipped with 2 9L32/44CR + 4 8L32/44CR main gensets, providing a total output of 28 MW. Each engine will be constructed at MAN Diesel & Turbo s Augsburg production facility in southern Germany, and later transported to the company s Frederikshavn, Denmark site for a full electrical test before the gensets delivery to the shipyard. The 32/44CR has gained a strong foothold in the offshore market due to its second-to-none power and SFOC. MAN Diesel & Turbo reports the new order as being the third significant 32/44CR order the company has secured in the offshore market this year alone. The vessel Based on a drill-ship design, the Ceona Amazon boasts exceptional sea-keeping characteristics making it ideal for operations in remote and challenging locations. The multi-layer vessel is a large, state-of-the-art, multi-functional, dynamically-positioned, construction vessel. The Ceona Amazon has a large, under-deck storage capacity for line pipe or umbilicals, together with a large deck area that allows the further storage of line pipe and standard, flexible installation reels. The vessel is fitted with two heave-compensated mast-head cranes, and a single heave-compensated knuckleboom crane. The pipelay system consists of an inclinedlay system and a rigid, pipeline firing-line system. The vessel can lay rigid pipelines, flexible pipelines and umbilicals, and can install large, subsea structures using one or both of its cranes in tandem-lift mode to 3, metres depth. It doesn t require a spool base to support its operations and can be remotely operated, making it extremely well-suited to overall field development. About Ceona UK-based Ceona delivers tailored solutions for marine projects around the world, including in some of the planet s most remote locations. With extensive experience in the subsea construction industry, Ceona is currently upgrading its fleet and developing its position as a specialist offshore contractor in the engineering, procurement, construction and installation markets. About Lloyd Werft Bremerhaven AG Lloyd Werft Bremerhaven AG is a shipyard in Bremerhaven, northern Germany, which was founded in 1857 as a workshop of the North German Lloyd shipping line. Today, the yard focuses on the repair, conversion and extension of large ships, as well as newbuildings. It employs 35 people at a working facility of 26, m² on the North Sea, near the outflow of the River Weser, and can handle ships with a maximum draft of 11.5 m. (Top left and above) Graphical rendering of the Ceona Amazon; (top right and below) L32/44CR engines in transit through Man Diesel & Turbo s PrimeServ facility in Frederikshavn, northern Denmark Ceona 32/44CR engines main data Bore (mm) 32 Stroke (mm) 44 Speed (rpm) 75/72 Frequency (Hz) 5/6 8L32/44CR (Gen. kw) 4,323 9L32/44CR (Engine kw) 5,4 MAN 32/44CR engine For further information MAN Diesel & Turbo dieselfacts@mandieselturbo.com See DieselFacts online with video clips: or download the app to your ipad or Android tablet. Publisher: Peter Dan Petersen, MAN Diesel & Turbo All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.