MAN Diesel & Turbo. Service experience. Greece Owners Engineering the Future since MAN DIESEL & TURBO.

Transcription

1 Service experience. Greece Owners MAN Diesel & Turbo Engineering the Future since MAN DIESEL & TURBO. Peter Nerenst. Operation MDT-CPH < 1 >

2 Cold Corrosion Measures Jacket Cooling Bypass Basic Rating Dependent Cylinder Liner Load Dependent Cylinder Liner Cooling Water System Alpha Lubricator Mk. II High BN Cylinder Oils Oil distribution < 2 >

3 Cold Corrosion Service experience Design Implementation Product Maturing Service Experience Load Dependent Cylinder Liner Cooling Design Implementation Product Maturing Service Experience Jacket Cooling Bypass Basic Design Implementation Product Maturing Service Experience Rating Dependent Cylinder Liner Design Implementation Product Maturing Service Experience Alpha Lubricator Mk. II Conclusion: Cold Corrosion is Solved Design Implementation Product Maturing Service Experience Oil distribution Design Implementation Product Maturing Service Experience High BN Cylinder Oils < 3 >

4 Piston Ring Development Three decades of piston ring design 1st ring CPR 2nd ring CPR 3rd ring Gas-tight 4th ring 4 oblique-cut rings P max 120 bar 4 CRP rings P max 140 bar 3 CRP/gas-tight rings P max 185 bar Timeline < 4 >

5 Piston Ring Development Introduction of 3-ring packs S70ME-C8.2 G70ME-C9.2 < 5 >

6 Piston Ring Development Service experience G70ME-C9.2 11,567 hours G70ME-C9.2 12,302 hours < 6 >

7 G95ME-C9.5 Scuffing Incident 0-500Hrs Hrs Active scuffing < 7 >

8 Resulting contact marks Old PC-ring New PC-ring Polished area at first bulb. < 8 >

9 Liner deformation < 9 >

10 DCM (Deformation Compensated machining) DCM made for lines already manufactured or retrofit < 10 >

11 Cooling Jacket New Design Original design 210mm < 11 >

12 PC-Ring New PC-ring introduced for improved scraping effect Original New < 12 >

13 11G95ME-C9.5, scuffing First 3 x 8G95ME-C9.5 Later 11G95ME-C9.5 were delivered with high second and third ring. Initial G95ME-C 9.5. Nice cylinder condition with above piston ring con figuration. Plan for latest action on above ring Constellation: Additional CL grooves in top and second ring. Now Top 4 CLG, Second 2 CLG,Lower 0 CLG. Shift to earlier piston ring configuration,ie two lower rings < 13 >

14 Countermeasure Decreased inner diameter of the PC ring Introduction of full cermet coated piston ring packages LCD updating (also in function during load-up program) DCM (Dimension compensated machining) as to eliminate the thermal bulge Introduction of 1 high 2 low piston rings (same as 8G95ME9.5 (Technomar) Introduction of long cooling jacket as to eliminate the bulge. Higher PC-ring Shorter cylinder liner (air flow vs particles) Additional CL grooves top and second piston ring. Equalizing of pressure-drop across the ring packages. < 14 >

15 Ultra low sulphur Operation Use of Low Sulfur fuel reduce the corrosive impact, and give risk of liner polish < 15 >

16 Ultra low sulphur Operation Liner wear rate [mm/1000h] 0.15 High sulphur fuel (above 4%) Medium sulphur fuel Low sulphur fuel (below 2%) Oil starvation Scuffing Danger area! Feed rate Min. feed rate Basic setting Max. feed rate < 16 >

17 Cylinder Lubrication ACOM - Automated Cylinder Oil Mixing HIGH BN LOW BN Key points: always optimal dosage always optimal BN (stepless mixing) mixing of two approved oils correct viscosity optimal detergency ACOM mixing unit quick change (in/out of SECA) < 17 >

18 Cylinder Lubrication ACOM - automated cylinder oil mixing Storage tank low BN Storage tank high BN ACOM unit < 18 >

19 Cracked EXH valve housing G95ME- C9.5 < 19 >

20 G95 Exhaust Valve Housing Exh. side casting directors top To reduce the stress, flange is changed from 2 bolts, to 4 bolts and round standard flange. New round flange have been moved down and towards center Old 51.5 mm 5 mm New < 20 >

21 Cavitation in Hyd system for EXH valve < 21 >

22 Cavitation near grooves on the EXH actuator top cover. < 22 >

23 10L TSP Accumulators 10 failures reported Warning letter issued immediately Root cause: too sharp thread root Cross section of the lower shell Initiation point Crack < 23 >

24 TSP Accumulators Correction actions Design correction by TSP FEM validation by MDT MDT assistance during testing MDT supports QA/QC of production All 4856 pcs TSP 10L accumulators are being exchanged < 24 >

25 Damage to hyd accumulator due to running with too low pressure Check pressure and recharge every 2000 hrs. < 25 >

26 New features in ME-ECS LDCL Integration Temporary PComp increase during acceleration. Improved start performance Support for Chinese language Integration of Auto Tuning in ECT HPS Observer control. RPM limiter for cylinder reactivation. Screen for Insulation and Noise Pulse Counter. Alpha Lubricator MKII ME Interface for ME-GI Option for SG with Speed Dependent Output Power EGR interface WHR2 Support for both fuel leakage and relief disk Close position change alarm with Fuel cut out Alarm for combined start-up pumps in MASTER-Backup mode. Optimised repeated start at crash astern < 26 >

27 CW compared to MBD FIVA Valve < 27 >

28 FIVA Untimed injection due to particle in FIVA control valve < 28 >

29 Dirt particle caught in FIVA proportional valve. < 29 >

30 FIVA / ELFI Last chance filter. In Development, Service test in progress Purpose: To protect FIVA/ELFI pilot valve from seizure due to foreign particles. Specification: Installed throughout engine life time Filter mesh 80 Micron Status: 250 hours test rig completed 6 month service completed: Magleby Maersk, 8S80ME9.2 TII, Merete Maersk, 7S80ME9.2 TII, Maersk Mc-Kinney Møller, 8S80ME9.2 Will be introduced spring 2017 pending positive service test results. < 30 >

31 Service experince FIVA control valve Parker type hrs operation. Leak rate 0,46l/min which is normal and OK < 31 >

32 Evaluation of wear of FIVA proportional valves during engine running. < 32 >

33 EC MOP Sticky Touch Issue Issue: Touch pointer sticks Root cause: Failure of glass plate separation Corrective actions: Improved bonding Preassembly tests Verification: 0.5 % to 1.4 % failure rates after corrective actions < 33 >

34 MPC/MPC10 < 34 >

35 Malfunktion of MPC Channel 70,FIVA control,due to MPC komponent fail. < 35 >

36 MPC/MPC10 Case story Problem: Increased failure rates from one MPC/MPC10 manufacturer Data collection: Investigations and auditing Root cause: Fluxing and soldering processes affected Corrective actions: Temporary production stop. Changes in production process and QA/QC Verification: > 4000 units produced return rate ~ 1% < 36 >

37 MPC/MPC10 Emphasis on QA/QC systems implementation IPC J-STD-001 Production Requirements < 37 >

38 ME-V Variable exhaust valve timing for 50 ME-B Hydraulic push rod...extended by adding hydraulic oil Timing unit p max and p comp New short cam Previous cam Load [%] < 38 >

39 ME-V Deaeration problem during load up ME-V activated Incorrect Pcomp Correct Pcomp/Pscav Pmax < 39 >

40 ME-V G/S50ME-B9.3 - improved design of ME-V timing piston Oil supply groove Previous version New version < 40 >

41 ME-V Inductive sensor ME-B dot 3 Previous two approved makers of timing unit sensors Pepperl & Fuchs / Contrinex 661 ME-V engines in service ~ 3900 sensors Used for Alpha Lube since year 2000 ~ sensors Pepperl & Fuchs has been preferred by licensee due to price. Pepperl & Fuchs Contrinex Timing unit sensor < 41 >

42 Introduction to the ME-V system ME-B dot 3 ME-V Versions Different versions different problems different solutions Mk. 1 Mk. 2 Mk. 3 < 42 >

43 High pressure peaks from closing of fuel injection affecting H.P piping 50ME-B < 43 >

44 Mk.3 HP pipes ME-B dot 3 Increased dimension of pipes Mounting tools specified < 44 >

45 ELFI Integrator saturation alarms Parker control valves of analogue type Problem description: ELFI integrator saturation alarm No influence on engine running Root cause: Temperature sensitivity of control valve electronics. Mechanical wear of pilot piston. Corrective action: New engines: Valve electronics design changed (digital electronics) In service engines: Replace if mechanical severe worn Recalibration if thermal drift. < 45 >

46 Inductive sensors Fuel booster and exhaust valve position Claim rates are relatively low (<1.5%) Our work continue to reduce to target of 0.5 % or better. Sensor specification tightened with more strict reliability, environmental and dynamic characteristics demands. More strict approval procedure. < 46 >

47 Main Bearing damaged due to dirt < 47 >

48 Saved by Main bearing temp alarm < 48 >

49 Main bearing damaged. Solution Blended edge installed. < 49 >

50 Main Bearings Blended Edge. The Blended Edge BE, schematically and the specification at drawing. The width of the BE the distance from C to B at the drawing, are individual for the different engine /bearing size. < 50 >

51 Performance of DLF Dynamic Limiter Funktion. [Optional] subtitle, referent and location, date < 51 >

52 Effect of Dynamic Engine Tuning. Dynamic Limiter Funktion. Time for Passing barred speed range improved from 100 s to 20 sec < 52 >

53 Torque Limiter in the Diagram DLF allows higher temporary load Standard For ECS cer < 53 >

54 Experince with latest propeller light running margin on G type engines < 54 >

55 Propeller Trailing edge cutting. < 55 >

56 Tier III Technologies for Two-Stroke Engines using Oil and Gas North Sea English Channel Baltic Sea North America US Caribbean Spain Japan Singapore Adopted NO x ECA Future NO x ECA? NO x reduction with SCR Selective Catalyst Reduction NO x prevention with EGR Exhaust Gas Recirculation Australia SO x Exhaust Gas Scrubber April 2014 MAN Diesel & Turbo OG-LS PXN LEO < 56 >

57 EGR plant overview Name Type EGR configuratio n Maersk Cardiff Pegasus Voyager Polaris Voyager Key Pacifico 6S80ME-C Mk. 9.2 TIII 6S70ME-C Mk. 9.2 TIII 6S70ME-C Mk. 9.2 TIII 6S60ME-C Mk. 8.2 TIII Cut out 2 MET T/Cs Cut out 2 MET T/Cs Cut out 2 MET T/Cs By-pass 1 MET T/C Fuel HFO 1-3,5% MDO S 0,1% MDO S 0,1% HFO 1-3,5% EGR run hrs. Trade pattern 3500 Asia W. Africa 80 San Francisco L.A. PAL. 120 San Francisco L.A. PAL. 215 World Wide < 57 >

58 EGR on high Sulphur HFO cylinder condition Scrape down indicate some small CLO penalty, but within control by lubrication adjustment and air/gas quality < 58 >

59 EGR on High Sulphur HFO Dirt Build-up EGR Dirt build up in EGR Suction Chamber, Pipes and EGR Mixing Chamber The dirt is insoluble and has to be scraped out manually. Dirt amount is fuel related: HFO > 1.2 kg/hr Distillates > 0.1 kg/hr (irrespective of load) < 59 >

60 EGR on Low Sulphur Fuel Internals after 120 EGR Running Hours Significant difference from what is seen when operating on HFO. < 60 >

61 Santa Vista SCR Service Experience Issues identified Ammonia slip from SCR reactor gave deposits on downstream boiler. Boiler could not operate with SCR engaged Reduce ABS formation by minimizing ammonia slip Corrosion of SCR line during Tier II operation due to exhaust gas leaks into cold SCR system. Venting of SCR line in Tier II mode Tight Valve design Heating during short time disengagement Boiler clogging when running on HFO with high NH3 slip Rapid buildup of ABS Boiler issues solved by Reducing ammonia slip (improved reactor design) 2015 Boiler operating well 1000h operation with HFO 1000h operation with LSFO < 61 >

62 Yara Kara inside SCR Reactor Inspection Very recently, Yara Kara was visited for the first time since delivery from shipyard All inspections indicate healthy condition < 62 >

63 MAN B&W is Leading Tier III Technologist SCR is proven in service. Further development with licensees. EGR is proven in service. Will be developed to cater for different scenarios: EGR for heavy fuel for Tier III compliance and for Tier II compliance with fuel saving potential EGR for max 0.5 % sulphur EGR for max 0.1 % sulphur EGR and SCR is commercially available now. MAN Diesel & Turbo OG-LS PXN LEO < 63 >

64 MAN B&W Low Speed Dual Fuel Engines Reference List (Ordered) No. of Type Mk. engines 5 S 90 ME-C-GI G 70 ME-C-GI 9.5, L 70 ME-C-GI 8.2 Methane 4 S 70 ME-C-GI 8.2, 7 10 S 50 ME-B-GI / ME-C-GI 9.5, 8.5, G 45 ME-C-GI G 50 ME-B-LGI 9.5 Methanol 3 S 50 ME-B-LGI G 60 ME-C-GIE 9.5 Ethane 3 G 50 ME-C-GIE 9.5 Total dual fuel engines including options: 161 engines Total power main engine: Total dual fuel engines in service: 2.9 GW 6 engines < 64 >

65 ME-GI - Service Experience Operation Hours on Dual Fuel In Service Isla Bella World's First LNG Containership 2 x 8L70ME-GI Engine builder: Doosan Yard: General Dynamics NASSCO Owner: Tote Inc. Ship type: Container Capacity/cargo: 3,100 teu Class: ABS Milestones 2012, December: Order signed 2014, June: FAT accepted 2015, July: Mooring trial in diesel mode 2015; August: Sea trial on MDO 2015, October: Official sea trial 2015, November: First vessel in service 2016, January: Successful LNG bunkering Running hours HFO/DO: > 4000 Hereof running hours LNG: > 1800 < 65 >

66 ME-GI - Service Experience Operation Hours on Dual Fuel In Service M/V Creole Spirit Worlds First ME-GI LNG Carrier 2 x 5G70ME-GI Engine builder: HHI-EMD Yard: DSME Owner: Teekay LNG Partners Ship type: LNG tanker Capacity/cargo: 173,400 cbm Class: ABS Milestones 2012, December: Order signed 2015, January: FAT accepted 2015, October: Sea trial on diesel oil 2015, December: Official gas sea trial 2016, February: Vessel delivery 2016, March: Vessel in service Running hours HFO: > 2 x 2500 Hereof running hours LNG: > 2 x 2499 < 66 >

67 ME-GI - Service Experience Operation Hours on Dual Fuel In Service Rasheeda World's First Conversion 2 x 7S70ME-C to ME-GI Engine builder: Doosan Yard Retrofit yard: NKOM Owner: Nakilat Ship type: LNG tanker Capacity/cargo: 266,000 cbm Class: ABS Milestones 2013, December: Turnkey conversion contract signed 2015, April: Ship docking and conversion 2015, May: Sea trial on HFO 2015, September: Initial gas trial performed 2015, November: Official sea trial for both engines 2015, September: Vessel in service Running hours since conversion: > 2 x 6000 Hereof running hours LNG: > 2 x 480 ( Dirt in gas system) < 67 >

68 First succesfully seatrial on Methanol completed Vestfall Larsen The ME-LGI Project Succesfully Completed Seatrial with 6G50ME-LGI Operating on Methanol Worlds First ME-LGI Methanol Carrier M/V LINDANGER Bergen, < 68 >

69 ME-GI-ECS Fuel gas supply system. < 69 >

70 Dual Fuel Injection Control From Gov Index to injection duration and timing < 70 >

71 ME-GI and ME-LGI Gas Technologies The ME-GI Engine is a Diesel-Cycle Combustion Engine Injection and combustion stability on 4T50ME-X: 500 consecutive cycles analysed ME-GI marginally better cycleto-cycle stability < 72 >

72 8L70ME-C8.2-GI-TII, Service hrs Fuel in use Gas or Distillate Deposit control satisfactory, wear very low as Alu-coat still present after 3700 hrs Liner surface very good Sludge residuals in scavenge box is at very low level Deposit control by PC-ring is effective as deposits is not touching the liner < 73 >

73 ME-GI - Service Experience Lubrication System for ME-GI Automated Cylinder Oil Switch (ACOS) system High BN Low BN < 74 >

74 ME-GI Components < 75 >

75 ME-GI Commissioning Experience Gas channel sensors New type gas channel sensors, atex approved and exchanged on existing vessels in service. < 76 >

76 Failure of ELGI valve. < 77 >

77 ME-GI and ME-LGI Gas Technologies ME-GI Development: GIV Hydraulic Leakage - Cause of Failure < 78 >

78 ME-GI and ME-LGI Gas Technologies ME-GI Development: GIV Hydraulic Leakage - Cause of Failure < 79 >

79 ME-GI and ME-LGI Gas Technologies ME-GI Development: Design Updates Service experience Gas injection valve - atomiser < 80 >

80 G70MEC-GI Service Experience: Atomizer layout G70 < 81 >

81 < 82 >

82 Leaking non return valve in gas block < 83 >

83 New design Non return line in Gas block < 84 >

84 Sticking Non return valve in Gas block < 85 >

85 N2 Pressure testing New design By drilling a hole into the middle of the End cover it is possible to mount a nonreturn-valve for example a minimess. By drilling holes in the End cover, it is possible to connect this new hole to the gas detection bore. The classification of the modification is similar to the new accumulator in the LPG engine, which is already approved by CLASS < 86 >

86 N2 Pressure testing New design < 87 >

87 Seals for Window valve connector piece damaged. New Betech seal < 88 >

88 Window valve Hydraulic sealing Control oil bar, heavy pulsating. Peak is measured bar Oil SAE30 Temperature C Max gap: 0.173mm radial Sealing oil 350 bar No peak +/- 30 bar Oil SAE30 Temperature C Max gap: 0.173mm radial < 89 >

89 GI fuel auxiliary equipment Auxiliary equipment for GI/LGI Gas valve train Gas condition from FGSS: Pressure up to 400bar Supercritical state High density and compressible Leak condition: Gas state with cold expansion and short term condensation < 90 >

90 Service experience The reason for a filter Due to excessive particles in gas piping after installation: - dp measurement for HP filter introduced - Enlarge and strengthen existing HP filter Particles from installation, grinding, slag etc. Fine particles from LNG, possibly from perlite insulation, and piston rings on cold ends or GVT seals < 91 >

91 #7 Suction Buffer Vessel and HP pump # 1 strainer inspection Suction Buffer Vessel contaminated with particles of diverse appearances: wood, plastic, metal, dust, etc. Particles were seperated in magnetic and non-magnetic The magnetic particles were rinsed and removed from dust and dirt. These particles are mainly in form of machining chips, appearing with tempering colors Composition of cleaned particles (EDS Analysis): Mainly stainless steels (e.g. ASTM 304 and 216) together with some (Al, Si, Ca, ) oxide compounds and brass alloys Oxide compounds can be originated from sand/ cement/ perlite or of similar materials Grit grains from the grit blasting were also examined, there were no other particles mixed with Mixed particles Mixed particles Grit blasting particles For further details see examination report no. N9551A Magnetic particles Non - magnetic particles < 92 >

92 Actions Cleaning procedures Flushing/cleaning procedures Production specification Pressure test and cleaning requirements( ), applying to supply pipe systems, has recently been thoroughly updated by LEP. DUN will be issued to stress that it must be possible to access GVT and engine gas connections for the purpose of flushing. For new orders spool pieces will be supplied with the GVT. < 93 >

93 8L70MEC-GI Service Experience Gas Valve Train Strainer The strainer installed in the Gas Valve Train (GVT) are getting blocked within short periods of gas operation Strainer mesh size: 10µm < 94 >

94 Actions GVT Commisioning filter/pre-filter Eltronic has developed a larger GVT filter (20 micron) which can be fitted at the inlet of the GVT. This filter can be used during commissioning or fitted permanently as preferred by the customer. < 95 >

95 GVT flange connections Double wall pipe installation Spool piece Fix support < 96 >

96 Actions Specifying gas filter Gas filter in the supply system and bunkering system will be specified. Requirement: A 10 micron filter is required: - In the bunker line ( bunkering filter ) OR - At the suction side of pump ( LP filter ) OR - At the outlet side of vaporizer ( HP filter ) Requirement: Supplier of the FGSS must ensure that particles of more than 10 micron have been removed from the fuel gas at the outlet of the FGSS. LNG Tank FGSS GVT Recommendation: Bunkering filter, minimum in line with SIGTTO Recommendations for the Installation of Cargo Strainers on LNG Carriers ASTM 20 mesh (nominal aperture of 0.84 mm). 20 micron safety filter < 97 >

97 ME-GI and ME-LGI Gas Technologies ME-LGI Methanol - Development Milestones LGI demonstration event at MDT 4T50ME-X TAT at MES 4S50ME-T9 Test at MES 4S50ME-T9 Test at MDT 4T50ME-X Test at HHI 6G50ME-B9.3 Sea trial MNS Taranaki Sun Test at MES 7S50ME-B9.3 Sea trial HMD Lindanger Celebration at MES Sea trial HMD Mari Jone Sea trial HMD Leikanger Sea trial HMD Mari Boyle < 98 >

98 ME-LGI G50 and S50 methanol engines Service Experience Service status: 4 vessels from HHI in service 1 out of 3 vessel from MES in service currently Currently approx. 400 service hours obtained First start up of MeOH operation was carried out by the crew alone Extensive follow-up will be carried out Challenges: Broken springs in fuel diesel fuel valves: Broken cut-off shafts I FBIV: Micro cracks observed in FBIV atomizers: Damage of sealing rings in FBIV suction valves: Unstable HC sensors: Several SW bugs have disturbed operation: N2 Leaking MeOH accumulators resulting in damage of membrane Plan B initiated < 99 >

99 ME-GI and ME-LGI Gas Technologies ME-LGI Methanol - Service Experience: 6G50ME-B9.3 LGI Service experience: Shop test on 7 engines Currently 300 service hours obtained FBIV works good and hydraulic components in good condition First start up of MeOH operation was carried out by the crew alone Extensive follow-up will be carried out Plunger Atomizer Cut-off shaft < 100 >

100 ME-GI and ME-LGI Gas Technologies ME-LGI Methanol - Service Experience: 6G50ME-B9.3 LGI Challenge: Broken springs in diesel fuel injectors due to high forces during pilot injection when operating on methanol. Countermeasure: Under investigation. Intermediate solution is to run with specified fuel mix using the diesel injection profile instead of pilot profile. < 101 >

101 ME-GI and ME-LGI Gas Technologies ME-LGI Methanol - Service Experience: 6G50ME-B9.3 LGI Challenge: Failing HC sensors in cooling sealing oil unit caused by contamination of oil due to overfilling of cooling sealing oil unit. Countermeasure: Ensuring that oil level is not exceeding high level alarm level. Visual inspection will be installed in tank HC sensors moved to a new location away from engine. < 102 >

102 ME-GI and ME-LGI Gas Technologies ME-LGI Methanol - Service Experience: 6G50ME-B9.3 LGI Challenge: SW challenges observed during operation resulting in false alarms. Countermeasure: New SW version being corrected and introduced. < 103 >

103 Vision Remote services throughout engine lifecycle Licence builder: online at shop test online at sea trial remote assistance Owner: condition monitoring performance optimisation troubleshooting on demand Vessel MDT EMS- MOP LICENSEE ERCS- MOP ECS- MOP OWNER ENGINE < 104 >

104 EMS Engine Management Services The EMS PC a provision for remote services EMS EMS- MOP PMI Auto-tuning EMS MOP is also: enabling remote services + CoCoS-EDS ME Basic high security - hardened platform plug and play interface a provision for remote services < 105 > < 105 >

105 EMS Hardened platform Traditional anti-virus protection EMS hardened platform Principle Black listing of applications White listing of applications and certificates System updating Often ( on daily basis ) Not required System access System modification Recover from virus A new unknown virus is allowed access Changes to Windows configuration allowed (also by unknown virus) Update and run anti-virus. Often: Wipe computer, reinstall. Any program is denied access - Access requires white list and certificate No persistent change to Windows configuration allowed (Windows executed only in memory) Reboot PC < 106 >

106 Remote Configuration Update Automated online ECS parameter update Challenges: Need for update of ECS (engine control system) configuration (parameters) service experience improvements service assistance Customers expect timely efficient service Solution: automated online ECS parameter update < 107 >

107 Step 1 Delivery of update by < 108 >

108 Step 1 Delivery of update by PUT Parameter Update Tool: Used in approximately 30 cases: 100 % positive feedback Examples of adjustments/ problems solved: Cylinder Lubricator settings Alarms due to FIVA settings Black smoke issue Alarms from ME-V system Malfunction of CPC system < 109 >

109 Step 2 Delivery by internet directly to vessels EMS Internet Preconditions: EMS system installed Internet connection available < 110 >

110 Step 3 Automated online ECS parameter update Internet Preconditions: EMS system installed Internet connection available EC MOP III (being developed). < 111 >

111 Cylinder Condition & Performance On-Board Diagnostic, OBD / CoCoS Condition Monitoring. Wear data of Liners and Piston rings OBD combines Systems and procedures already established.. OBD-system Relevant engine -and alarm data Engine/vessel Performance data MAN B&W - Flame Marine Drain Oil Analysis Data Fuel oil data. and evaluate, and gives expert knowledge and advice in return < 112 >

112 Cylinder Condition & Performance On-Board Diagnostic, OBD / CoCos < 113 >

113 Cylinder Condition & Performance On-Board Diagnostic, OBD / CoCos < 114 >

114 Cylinder Condition & Performance On-Board Diagnostic, OBD / CoCos < 115 >

115 Cylinder Condition & Performance On-Board Diagnostic, OBD / CoCos OBD combine and evaluate on-board data already present: Manual measured weardata of piston rings and ring-grooves COCOS data from engineand alarm system On-board drain oil analyses or shore based analysis data Guiding overhaul interval < 116 >

116 Follow up on engine oil system in service < 117 >

117 Improved Hyd Oil cleaning method. Replacing the Excisting ME Bypaas filter with FINE filter inserts < 118 >

118 Sites Worldwide Locations (Service Centers/Hubs) >100 global service centers/hubs in >50 countries < 119 >