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INDUSTRY - DENMARK REPORT An illustration on MAN Diesel’s new Chinese slow speed engine design. The low speed Chinese diesel engine The main engines would have the following particulars – 1,000 hp @ 140-145 rev/min. 1,000 kW @ 135-140 rev/min. Six cylinders preferred, but five could be an option. Direct coupled reversible with a fixed pitch propeller. Simple construction with ease of maintenance. Minimum use of electronics. Fuel flexibility – either HFO, or MDO. Low SFOC and environmentally compliant. optimisation. Waste heat recovery systems and LNG, or LPG as the main fuel are other options under the microscope at MAN. Low speed, or 2-stroke engines, power about half of the world’s trade and MAN alone accounts for an average of around 85% of all 2-stroke diesel engines ordered in the last four years. In the presentation, the company gave an update of the latest initiatives in which it is involved. For NOx reduction, MAN is testing an exhaust gas recovery system at sea fitted on board a Maersk Line containership, while to reduce CO2 emissions, the company is working on variable turbine area (VTA) applications, auto tuning and engine/propeller and speed optimisations. Together with tanker specialist TORM, MAN is testing part load optimisation, which entails CO2 emissions and fuel efficiency of a 6S50ME-B8 ME integrated with a TCA66 (w/VTA) turbocharger. The project involves the development of a control strategy for a variable turbine installed with an electronically-controlled diesel engine and integrated into the engine control system. Verification will be sought with the engine performance measurements and comparisons made with a camshaft controlled engine with a non-variable turbocharger. Subsequently, the annual CO2 emissions for the vessel with an average load profile will be calculated. An in factory shop test was undertaken at Dalian Marine Diesel in July last year on the engine, which developed 9,480 kW at 127 rev/min. It was fitted with a TCA66-21V turbocharger with a variable nozzle ring. The average load was 70% and the operating hours set at 6,000 per annum. MAN claimed that there was a potential fuel saving of $72,000 annually given a fuel cost of $400 per tonne, but this figure still had to be confirmed. As for auto tuning, main engine tests were started on board the AP Moller-Maersk vehicle carrier Maersk Wizard (since renamed Hoegh Kobe) in February 2008. The tests were continued throughout 2009. MAN said that main engine auto tuning would be incorporated in the ME-ECS types as an option from January this year. The engine/propeller/speed (power train) optimisation research concerned an 8,000-teu containership with main engines selected for reduced vessel speeds. These were a de-rated 9S90ME-C8, versus a 12K98ME-C7. With the containership operating at 26 knots, the 12K98ME-C7 main engine would burn 57,292 tonnes of fuel oil per year against 34,549 tonnes for a 9S90ME-C8 at a vessel service speed of 23 knots. The annual fuel cost saving calculated at $400 per tonne would be a potential $8 mill. Although MAN Diesel claimed an 85% share of the low speed propulsion contracting market as of September last year, the problem facing the whole industry is the lack of orders. For example, preliminary results for the first half of last year showed that MAN won 1,841 MW of new orders, compared with 12,154 MW for the whole of 2008 and a massive 20,866 MW in 2007 at the height of the newbuilding boom. MAN’s senior vice president for the marine low speed business unit Ole Groene said that the company did see a potential in the so called Chinese beach shipbuilding yards for small bore 2-stroke engines, which would be used in domestic coastal and river traffic, including tankers. He thought that there were requirements to replace medium speed diesel engines with low speed engines coupled to fixed pitch propellers through a reversible gearbox, especially for vessels plying the Yangtse River trades. Yungpu, MAN Diesel’s new Chinese licensee, gave the following requirements for such engines, following market research undertaken in China – 142 rev/min. 1,000 bhp per cylinder. Six cylinders, or possibly five. Must not be electronically controlled. TIER II requirement doubtful. As a consequence, MAN Diesel has launched the S35MC-C9 and S40MC-C9 type diesel engines, having a power per cylinder of 740 kW at 142 rev/min and 1,080 kW TO at 136 rev/min respectively. 20 TANKER<strong>Operator</strong> January/February 2010
INDUSTRY - DENMARK REPORT Enhancing crew morale with live TV at sea Leading US satcoms concern KVH has its European headquarters in Denmark and is heavily marketing its satellite television services, especially with the FIFA World Cup tournament coming up in June. KVH explained that fleet managers and operators around the world are becoming increasingly aware of possibilities to enhance the quality of life for their crews. One of the obvious means to achieve this is to provide vessels with a satellite TV system, and thereby giving crews a front row seat to the latest news, sports, movies and more. In an industry where crew members are often at sea for months at a time, bringing something like satellite TV on board can provide a much-needed sense of home, keeping the crew focused and motivated. KVH said that it was making it easier than ever for crew to enjoy satellite TV at sea wherever vessels operate thanks to the company’s exclusive WorldWide TV Satellite Library for the TracVision M9. This new feature allows TracVision M9 users to easily view programmes from satellite TV services around the world, including Free to Air channels. The satellites offering this service are preprogrammed in the antenna’s software, so adding a satellite to the library has become simple, the company claimed. The comprehensive WorldWide TV satellite library includes the most popular choices for regional satellite TV, including: ASTRA 1 ASTRA 2 HISPASAT, Europe HISPASAT, America HOTBIRD INSAT, India MEASAT 3, Malaysia NILESAT 101 NSS 6, Southeast Asia NSS 11, China SIRIUS 3 THAICOM 5, Thailand In addition, there are over 60 more plus the option to add two customised satellite entries. All KVH TracVision systems are built to commercial specifications and designed for trouble-free operation in the demanding marine environment. Furthermore, the satellite antennas use KVH’s exclusive RingFire technology for the best reception and coverage available. The RingFire technology is an ultraefficient antenna design that offer significantly higher reception and coverage than those available from comparably sized System Diagram Master Control Unit (MCU) User-friendly system set-up, monitoring, and diagnostics. Receiver (customer supplied) Television Monitor (customer supplied) antennas, the company said. The TracVision M9 comes with integrated GPS and automatic, fully stabilised skew adjustment and is therefore ideal for the world’s shipping industry, KVH claimed. The forthcoming football World Cup is an obvious target for satellite TV. January/February 2010 TANKER<strong>Operator</strong> 21
Page 1: TAKEROperator JANUARY/FEBRUARY 2010
Page 4 and 5: COMMENT 2010 - A make or break year
Page 6 and 7: INDUSTRY - MARKETS Tanker Market 20
Page 8 and 9: INDUSTRY - NEWS Marine insurers mus
Page 10 and 11: INDUSTRY - NEWS FEATURE IMEC outgro
Page 12 and 13: INDUSTRY - PROFILE How to get from
Page 14 and 15: INDUSTRY - PROFILE used by ShipNet,
Page 16 and 17: INDUSTRY - DENMARK REPORT doubt rum
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Page 20 and 21: INDUSTRY - DENMARK REPORT Companies
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Page 30 and 31: INDUSTRY - CHEMICAL/PRODUCTS TANKER
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