Life's a Cruise in the Sunshine State/Pages - MAN Diesel & Turbo ...

The Technical Customer Magazine of MAN Diesel
Life’s a Cruise in the
Sunshine State/Pages 6-7
MAN Diesel Gets
Ready to Power Brazil
Order worth Euro 300 million covers engines
and accessories directed to six power projects
MAN Diesel is very successfully expanding
its power-plant business,
despite the difficult economic times,
and has won the contract to supply
the electro-mechanical equipment
for six power projects, comprising
one large power plant in Brazil, from
Grupo Bertin, the large, international
conglomerate.
The order covers the provision of
120 large-bore diesel engines and
generators, which together will
form the heart of the six projects.
The value of the order to MAN Diesel
is estimated at around Euro 300
million. Grupo Bertin is also MAN
Latin America’s largest truck customer,
this being the MAN Group’s
London Places Power
Turbine Order
Efficient, green power
plants
> Page 3
South American division for commercial
vehicles.
MAN Diesel will supply gensets,
comprising large-bore diesel engines
of type 18V32/40 complete
with associated generators, along
with other power-plant components.
The six projects will generate
a total of over 1,000 MW of
electricity, forming a considerable
contribution to the national grid,
and will be built close to the city of
Salvador in the northeastern state
of Bahia. The power plant is due to
go online in 2011.
Eike Liekweg, Vice President
Sales, Power Plants said: “We are
very proud to be the main supplier
to the by far biggest Diesel Power
PrimeServ Retrofits First
SCR System
NO x reduction milestone
> Page 4
Eike Liekweg, Vice President of Power
Plant Sales, MAN Diesel
Plant ever built. This contract underlines
that MAN Diesel’s power
Continued on page 2
Major Strategy Behind
New Business Unit
Interview with Arnd
Löttgen
> Page 11
DSME Signs Up for
Joint Development
At a ceremony in Copenhagen in
February 2010, MAN Diesel signed
a development agreement, effective
immediately, with Korea’s Daewoo
Shipbuilding & Marine Engineering
Co., Ltd. (DSME).
The two companies have agreed
to jointly develop and exploit the
adaptation of DSME’s high-pressure
cryogenic gas-supply system
for installation with MAN B&W ME-
GI engines.
The ME-GI engine is a gas-injection,
dual-fuel, low-speed diesel
engine that, when acting as main
propulsion in LNG carriers or any
other type of merchant marine
vessel, can burn any ratio of fueloil
and gas, depending on the energy
source available on board and
dictated by relative cost and owner
preference.
While LNG carriers carry a gas
cargo, the potential for carrying
gas aboard other vessel types is
Container Ship ‘Sneeks’
Back into Service
PrimeServ goes into
overdrive
> Page 12
1/2010
© Greater Fort Lauderdale CVB
currently subject to a parallel development,
for which a cryogenic
gas fuel-supply system can be
used.
MAN Diesel has decided to
make a full-scale demonstration
and performance verification
test of the GI principle for all
kinds of marine applications on its
4T50ME-X R&D test engine, which
will be rebuilt as a 4T50ME-GI engine
ready to operate on natural
gas by end-2010.
The agreement covers the terms
for jointly deciding a time schedule
for developing and installing
DSME’s cryogenic, high-pressure
gas-supply system on the test engine
at MAN Diesel’s test facility
in Copenhagen. The gas-supply
system will subsequently be developed
for general use on MAN B&W
ME-GI engines, and will ultimately
be adopted as an integral part of
Continued on page 2

PAGE 2 DIESELFACTS 1/2010
MAN Diesel Gets Ready to Power Brazil
Continued from front page
Dr. Georg Pachta-Reyhofen, Chief
Executive Officer of MAN SE
plant know-how has made us first
choice not only for utilities, but also
for independent power producers.”
Dr. Georg Pachta-Reyhofen,
Chief Executive Officer of MAN SE,
sees this as an affirmation of the
company’s power plant strategy.
He says: “Time and again, our decision
to develop the power-plant
business into a second, strategic
segment of MAN Diesel, alongside
the established marine segment,
is being proved to be right.
This project further increases the
significance of Latin America as a
market for MAN Diesel, and for the
strategic orientation of the MAN
Group as a whole.”
Klaus Stahlmann, Chief Executive
Officer of MAN Diesel SE
evaluated the successful sale as
follows: “A contract of this size is
very good news, and in the context
of the current global financial crisis
extremely important for securing
further capacity utilisation and
DSME Signs Up For Joint Development
Continued from front page
the engine’s gas fuel-supply system
for such applications where
a cryogenic gas-supply system is
applicable.
DSME is a world-renowned shipbuilder
and designer and manufacturer
of gas-supply systems with
extensive experience in their manufacture,
application and installation.
YoungMan Lee, Senior Executive
Vice President & Member
of the Board of Directors of DSME,
signed the agreement on behalf of
DSME at the ceremony while Ole
Grøne, Senior Vice President MAN
Diesel Low-Speed Promotion and
Sales, and Søren H. Jensen, Vice
President and Head of Research &
Development, Marine Low-Speed,
signed for MAN Diesel.
A significant step
At the ceremony, Grøne said: “This
is a significant step in the development
of the ME-GI engine and pertaining
systems, which I expect to
have a major impact on the market
in the future. Indeed, there is already
huge industry interest in this
kind of technology as operators
look to control costs and emissions.
We see many new opportunities
for the ME-GI’s increased
flexibility and greater control within
the LNG sector but also, and not
least, generally within marine
transportation.”
YoungMan Lee added: “The ME-
GI engine combined with DSME’s
high-pressure gas system will be a
milestone in ship-propulsion systems.
In applying the ME-GI engine
and our supply system, operators
will achieve significant
economic benefits while simultaneously
benefitting the environment.
For instance, applying the
ME-GI engine and DSME system
to a 14,000-TEU container ship
could potentially reduce annual
operation costs by USD 12 million
or greater, based on current gas
and oil prices. Moreover, SO x , NO x
with EGR or DeNox and CO 2 emissions
would also be reduced at the
same time.”
therefore the employment situation
at our Augsburg plant. Our longterm
investment in the modernisation
of our production network is
now paying off.”
Besides the bonus of maintaining
a high capacity utilisation at
MAN Diesel’s production in Augsburg,
the winning bid also opens
up the possibility for follow-up
power-plant orders from Grupo
Bertin where the possibility of fitting
the plant with MAN Turbo
steam turbines is also being considered.
These can be run on engine
waste-heat, significantly
boosting overall efficiency and
would represent a project where
the joint skills of the coming MAN
Diesel & Turbo company could
dovetail in establishing diesel combined-cycle
power plants.
For a detailed view of the above article’s
graphics and other, interactive features, visit:
www.mandiesel.com/dieselfacts
Picture of an identical MAN 18V 32/40 engine, one of four operating at the El
Giral power plant in Panama
The signatories: 1st row from left: Søren H. Jensen and Ole Grøne (MAN Diesel), and YoungMan Lee and Sung Kak Lyu (DSME),
2nd row from left: Gi Hoon Kim (DSME), Lars Juliussen, Kjeld Aabo and Sang Bae Cha (MAN Diesel), Won Joon Lee (DSME)
Graphical rendering of the ME-GI engine – gas components highlighted in blue The visit of the Korean delegation ended with a tour of MAN Diesel’s test facilities

DIESELFACTS 1/2010
H. Cegielski – Poznan S.A. (HCP) has
ordered two MAN Diesel TCS-PTG18
Power Turbine systems from MAN
Diesel’s Turbocharger Business Unit.
The TCS-PTGs will boost the efficiency
of two environmentally friendly,
diesel power plants to be constructed
by Land & Marine for renewable
energy company Blue-NG in London.
A H. Cegielski-built MAN B&W
7K60MC-S engine producing 13.9
MW lies at the heart of each plant.
Blue-NG is committed to being
best in class at building the most
efficient power plants in the world,
and is sparing no effort to optimally
use the energy created by the two
Combined Heat and intelligent
Power (CHiP) sites. Accordingly,
no less than 5 generators installed
in 5 cycles will accumulate a total
of 18.3 MW (electrical power) at
each plant.
MAN Diesel’s latest, high-efficiency
TCA turbochargers make
it possible to divert more exhaust
gas to power turbine-based, energy-recovery
systems. In such applications,
the power turbine is inserted
into the exhaust-gas system
parallel to the turbocharger. Here,
it drives an electrical generator via
a reduction gearbox and receives
up to 13% of the exhaust-gas flow,
diverted from the power of the
main-engine.
A TCS-PTG18 will be employed
at each of the coming plants,
based on the newly developed,
high-efficiency turbine of a TCR18
turbocharger. A high-efficiency,
high-speed gearbox will reduce
turbine speed to generator speed,
with the generator and gearbox
connected to each other by a highly
flexible coupling. The TCS-PTG
will supply up to 570 kW to the grid
and increase the power plant’s
overall efficiency by some 3%. At
lower engine loads, the TCS-PTG
will be shut down. Control valves
and fast-acting emergency valves
for emergency shutdown are installed
in the exhaust system to
ensure reliable, safe operation.
MAN Diesel holds more than 30
years’ expertise in the development,
production and servicing of
power-turbine applications, and
can boast of some 50 reference
plants, mostly installed aboard
ships. The London order sets
another milestone as it is the first
order for the newly developed generation
of power turbines based on
the new TCR turbocharger series.
MAN Diesel sees good potential
for further applications of TCS-
PTG waste-heat recovery systems
in diesel power plants and marine
applications. “The dramatic increase
in fuel prices in 2008 has
revived interest in systems that
maximise overall system efficiency,”
says Dr. Antonio Fernandez, Vice
President Sales and Promotion at
MAN Diesel Turbocharger. “The
ongoing CO 2 -debate, and the fact
that more and more companies
are considering environmental issues
in their newbuilding projects,
will make the waste-heat recovery
system an interesting option.”
PAGE 3
London Places Power Turbine Order
Two TCS-PTG systems to boost efficiency of green power plants in nation’s capital
H. Cegielski Poznan and MAN Diesel representatives pictured after signing the TCS-PTG Power Turbine Systems order. From left to right: Maciej Sumelka (HCP),
Oswald Löwlein (MAN Diesel), Zbigniew Wojtyto (HCP), Dirk Balthasar (MAN Diesel), Jolanta Radziej (HCP), Janusz Kwiatkowski (HCP) and Jacek Manczak (HCP)
Fernandez concludes: “Besides
the present TCS-PTG system,
MAN Diesel, along with its present
sister company and coming merger-partner,
MAN Turbo, will offer
thermo-efficiency systems including
steam turbines, power turbines
and generators from one source.
These systems will be able to add
more than 10% extra power relative
to main-engine power.”
(Left) System diagram for the London power plants; (right) MAN Diesel TCS-PTG18 waste heat recovery system with (1) asynchronous generator, (2) gearbox, (3) power turbine, (4) by-pass valves, (5) control
valves, all mounted on a base frame
1
2
3
5
4
4
5

PAGE 4 DIESELFACTS 1/2010
PrimeServ Retrofits First SCR System
MAN Diesel establishes NO x reduction milestone
In a significant step, the Augsburg
branch of PrimeServ, MAN Diesel’s
after-sales group, has successfully
retrofitted an SCR (Selective Catalytic
Reduction) system aboard a
Norwegian tanker.
This represents the first time that
MAN Diesel PrimeServ alone has
project-managed, sold and put
such a system into commission on
a marine, medium-speed engine.
The project also marks an important
step into the exhaust-gas after-treatment
market as well as this
particular retrofit segment.
Norwegian legislation
Governmental authorities, especially
in Scandinavian countries,
provide incentives to marine operators
that implement emissionreduction
technologies. One example
of this is the Norwegian NO x
fund that subsidises investment in
NO x -reduction measures on vessels
sailing in Norwegian waters.
Knutsen OAS Shipping, Norway
originally approached MAN
Diesel PrimeServ, Augsburg in the
spring of 2009 to provide a technical
solution for the reduction of
NO x emissions aboard its product
tanker, M/V “Liv Knutsen”. Negotiations
concluded with Knutsen
The Liv Knutsen at berth
The SCR retrofit during installation The completed SCR installation
awarding MAN Diesel the contract
for the supply and commissioning
of an SCR catalyst to operate
downstream of the MAN Diesel
6L48/60B main engine.
The project was managed by
PrimeServ Augsburg’s Upgrade
and Retrofit team in close cooperation
with Knutsen and the shipyard
where work was carried out.
SCR system main components
An SCR system’s main components
comprise a reactor containing
ceramic catalyst elements, a
urea system that covers storage,
supply, dosing and injection, as
well as a control system.
Depending on the fuel’s sulphur
content, the exhaust-gas temperature
in the catalyst must be controlled.
The temperature must remain
above a critical temperature
to prevent the formation of ammonia
sulphate and resultant clogging
of the catalyst surface.
In the case of the M/V Liv Knutsen,
MAN Diesel used its knowhow
to implement an exhaustgas
temperature control using a
charge-air blow-off flap.
The operation map of the control
system reflects the exhaust-gas
temperature as well as the sulphur
content of the fuel currently in
use. In this way, it was possible to
achieve optimal SCR operation at
all engine loads.
The NO reduction process
x
NO emissions can be reduced
x
to nitrogen (N ) and water (H O)
2 2
in a dedicated, ceramic catalyst
by adding ammonia (NH ) to the
3
exhaust gas. However, as ammonia
is a hazardous substance, an
aqueous urea solution (CO(NH ) ) 2 2
is normally used that breaks down
to NH and CO when introduced
3 2
to the hot exhaust-gas before
reaching the catalyst.
The future
Thomas Traupe, Head of Upgrade
Chinese Ferry Company Orders 16V32/40 Propulsion
Bohai Ferry Co., Ltd. has ordered four MAN 16V32/40 propulsion plants to power two passenger vessels to supplement
its fleet.
The four-stroke engines will be built at MAN Diesel’s production centre in Augsburg, Germany, and will operate at 750
rpm, providing a total of 16 MW of installed power for the 2300P/2500LM RoPax vessels.
The ferries will be built at Huanghai Shipbuilding Co. Ltd., in RongCheng City, Shandong Province, and the order includes
an option for two other vessels.
Bohai Ferry Co., Ltd. has also ordered twin-screw, controllable pitch propeller (CPP) propulsion systems from Alpha,
suitable for ice class B. The MAN Diesel scope of supply includes two single-stage reduction gearboxes from Renk for
each vessel. Delivery of the propulsion systems is expected to take place in the first half of 2011.
Bohai Ferry Co., Ltd is a major passenger-liner transportation enterprise in Bohai Bay, Northeastern China. It deals
mainly with passenger transportation on the Yantai-Dalian and Penglai-Dalian sea routes where the company already
operates several, large passenger liners.
The illustration shows a graphical rendering of the 2300P/2500LM RoPax vessel
and Retrofit at MAN Diesel Prime-
Serv, Augsburg says: “The installation
of the SCR system concluded
successfully to the customer’s
full satisfaction. With this project,
PrimeServ Augsburg is reaping the
rewards of its strategy of intensively
promoting and anticipating environmental
issues. Our Upgrade
and Retrofit team is dedicated to
upgrade issues and we are looking
forward to fulfilling all upgrade
expectations in 2010 and beyond.”
MAN Diesel’s Marine Medium
Speed Business Unit in Augsburg
also offers a full product line of
SCR systems for all engine types
in its sales program.

DIESELFACTS 1/2010
A 6S70ME-C engine pictured on the testbed at HSD
Brazil Embraces the ME-Engine
Electronic character and MAN Diesel expertise prove to be unique selling points
MAN Diesel has announced a series
of significant orders for its twostroke,
electronic ME-engines in Brazil.
The new engines will be delivered
to Petrobras and Vale, who together
draw on Brazil’s long-standing tradition
in shipping, shipbuilding, hydrocarbon
exploration and mining, as
well as its general status as a BRIC
country characterised by a rapidly
developing economy.
Petrobras, Brazil’s multinational
energy company, has ordered 10
× 6S70ME-C engines to power a
new generation of Suezmax tankers
as part of a massive fleet-renewal
programme. The Petrobras
engines will be constructed by
Doosan Engine in Korea with the
ships being built at the new Estaleiro
Atlântico Sul (EAS) shipyard.
Located in Pernambuco State in
the northeast of the country, EAS
A 6S50ME-C engine pictured after production at STX
plans ultimately to become the
largest shipyard in the southern
hemisphere. The order was landed
by MAN Diesel’s two-stroke licensee
Doosan after negotiations at
Changwon, Korea and Petrobras
headquarters in Rio de Janeiro.
The first Suezmax tanker is expected
to embark on sea trials in
May 2010.
Petrobras has also ordered 4 ×
6S50ME-C engines, to be built at
STX in Korea, to power a series of
product carriers. The newbuildings
will be constructed at Estaleiro
Mauá, Brazil’s oldest established
shipyard, in Rio de Janeiro
State and will also feature Alphabranded
controllable pitch propellers
from MAN Diesel’s facility in
Frederikshavn, Denmark.
The Brazilian energy company’s
new vessels will join a substantial,
existing fleet that also includes
chartered shuttle tankers powered
by S70ME-C engines. Furthermore,
several Panamax, Aframax
and Suezmax tankers, with the latter
operating as shuttle tankers, a
segment in which MAN Diesel has
vast experience and expertise, are
also currently on the planning table
to serve Brazil’s off-shore oil fields.
Mining logistics
MAN Diesel has also received
an order from Seamar for 4 ×
7S80ME-C8 engines to power
vessels to be put into service for
Vale S.A., the second-largest mining
company in the world and one
of the largest logistics operators
in Brazil. These will be installed
aboard 4 × 400,000 dwt bulk carriers
to be built at DSME Shipyard in
Korea. Vale will eventually build another
four such giant ships in Brazil.
Additionally, STX Shipyard in Korea
will build 4 + 4 × 400,000 dwt
bulk carriers for its own shipping
company, Pan Ocean for long-term
charter to Vale. These will be powered
by MAN B&W 7S80ME-C engines,
built by STX Engine.
Each of these mega-size bulk carriers
will be employed to move
iron-ore shipments from Brazil’s
vast reserves through its northern
loading port, near São Luis, and
Tubarão to the south, to satisfy the
growing appetite for raw materials,
primarily in East Asia.
Finally, Vale has also placed another
order in Korea for four Capesize
bulk carriers from Sundong
Shipyard. These two ships will be
driven by MAN B&W 6S70ME-C
engines, built by Hyundai.
The Vale newbuildings will join
an already sizable fleet that has recently
grown with the mining giant’s
purchase of several, secondhand
vessels also powered by
MAN Diesel engines.
PAGE 5
The ME-C concept
MAN Diesel’s electronic ME-C range is characterised by:
Fully integrated electronic control
Optimised SFOC
Superior performance parameters
Appropriate fuel injection pressure and rate shaping at any load
Improved emission characteristics
Smokeless operation at any load
Lower NO on command
x
These advantages are gained through variable, electronically controlled
timing of fuel injection and exhaust valves during operation.
Other ME-C characteristics include:
Easy change of operating mode during operation
Simple mechanical system with well-proven, fuel-injection
technology
Engine Control System with precise timing, giving better engine
balance with equalised thermal load in and between cylinders
Improved engine diagnostic systems for longer time between
overhauls
Lower rpm possible for continuous operation and manoeuvring
Better acceleration, astern and crash stop performance
Fully integrated Alpha lubricating cylinder units
Upgradable software and hardware for the lifetime of the engine
400 m
300 m
200 m
100 m
0 m
Eiffel Tower
(Paris)
400,000 dwt
bulk carrier
The Seamar 7S80ME-C8 engines will power giant, 400,000-dwt bulk carriers,
in service for Vale, whose length will exceed the height of the Eiffel Tower

PAGE 6 DIESELFACTS 1/2010
Feature
Life’s a Cruise in the Sunshine State
PrimeServ Fort Lauderdale holds its Grand Opening and maintains a steady course
DieselFacts is sitting in a cab, an
hour north of Miami, while the Haitian
driver jabbers on a cell phone in rapid
Creole in an attempt to unravel the
mystery that is paying by credit card.
Any growing anxiety on the customer
side abates as the cabbie’s portable
reader springs into life and spits out
the requisite receipt. DieselFacts
then emerges into the tropical heat
to try and unravel the mystery that is
PrimeServ Ft. Lauderdale.
Actually, there’s no mystery at all
about the latest PrimeServ location.
It simply represents a logical
progression for MAN Diesel’s
after-sales division whose planned
expansion, both in North America
and globally, continues to reap
great rewards.
Small beginnings
From small beginnings almost a
decade ago, and after renting successively
bigger premises, Prime-
Serv Ft. Lauderdale has now established
its own, purpose-built
complex in Pompano Beach, just
next door to the city of Ft. Lauderdale.
Some 25 staff now work at
the new offices, including warehouse
staff, superintendent engineers
and technicians.
The new facilities include 7,300
sq. ft. of office space, over 10,000
sq. ft. of warehouse area, and
6,000 sq. ft of area for PrimeServ’s
North American Training Academy,
which is MAN Diesel’s dedicated
training facility for North America.
The team leader
Michael Eckart is one of the few
MAN Diesel employees who can
genuinely claim to be a native son
of Augsburg, Bavaria, the city that
is so central to the development of
the diesel engine. Born just a couple
of hundred metres from the famous
factory where Rudolf Diesel
developed his design, it was diesel
engines that brought him back
home after years studying mechanical
engineering in Wuerzburg
and other assignments around
Lake Constance.
He says: “Having personally witnessed
the demise of Augsburg’s
500 year old textile industry and
the loss of tens of thousands of
workplaces, I always look to the
future and never forget that only
change and growth will keep our
company’s proud, 250-year-old
tradition alive.”
Eckart also believes that: “Not
least, it is the team here that provides
the fuel to make the company
as a whole fly. It is the engineers
who earn the money and our colleagues
in the office who take care
of the paperwork that allows us to
grow the business for PrimeServ.”
The PrimeServ portfolio
Eckart says: “We offer not only mechanical
but also electrical services,
turbocharger services, in fact
nearly every service – mainly fourstroke
but also two-stroke – from
upgrades to maintenance warranties
and repairs. Our location here
is perfect for that because Miami
and Ft. Lauderdale are the two biggest
cruise harbours in the world
so we have a lot of customers sitting
right here.”
The cruise ships are typically en
route to destinations in the Caribbean,
north to New York, or even
further afield with Florida forming
an important stop-off point. Generally
speaking, tourism makes up
the greatest part of the Floridian
economy with visitors attracted to
such local venues as Disney World,
SeaWorld and Miami’s South
Beach with its perfect beaches
and unique architecture.
Accordingly, cruise ships form
the biggest business segment locally
for MAN Diesel. Both Port
of Miami and Port Everglades (Ft.
Lauderdale) accommodate 3-4
million cruise passengers a year
with Port Everglades claiming a
current world record of having
had 15 such liners at berth simultaneously.
Port Everglades is also
home to Oasis of the Seas, the
world’s largest cruise liner, and will
receive its sister ship, Allure of the
Seas, later this year.
Eckart says that power plants in
Central America and the Caribbean
probably constitute Ft. Lauderdale’s
second-most important
business segment. Once again,
PrimeServ’s location is eminently
suitable as PrimeServ can reach
places like Curacao, Bermuda and
the Bahamas by plane within just
two or three hours.
Cargo ships constitute another
important segment; the twin local
ports are also major players in the
American container sector.
Customer relations
PrimeServ’s daily routine keeps its
employees busy, but Eckart says
A V12-1800 high-speed engine pictured in PrimeServ Ft. Lauderdale’s Academy. The engine develops 1,324 kW (1800
metric hp) at 2,300 rpm
that “keeping the customer happy
is something that is really important
for us.” This means that customers
are contacted daily where necessary
or that PrimeServ fields calls,
typically with requests for a service
engineer or a question regarding
an invoice or general questions
about PrimeServ Ft. Lauderdale’s
service portfolio.
He states: “PrimeServ’s most
important business message is
that we want to be close to the
customer. In making them happy
and offering a really high standard
of service, we are delivering the
message that this company, its
engines and its after-sales service
represent quality.”
Spare parts
Pompano Beach has a consignment
stock of turbocharger parts
and diesel spare-parts from Augsburg
that opened simultaneously
with the office facility. It also has
turbocharger sales and enginepart
sales. Michael Eckart says:
“Whenever a customer urgently
needs parts, they can get them
promptly from us because of our
prime location. We coordinate all
the logistics from here.”
High-speed
MAN Diesel has included highspeed
engines in its portfolio since
the turn of the year when MAN
Truck & Bus transferred that part
of its business to MAN Diesel and
created the High-Speed Business
Unit. The new entity offers diesel
and gas engines in a performance
range from 70 to 1,400 kW used
in yachts, smaller working ships,
locomotives and in decentralised
energy supplies, for instance as
emergency gensets.
At the time, Dr. Stephan Timmermann,
the MAN Diesel Executive
Board member responsible for
high-speed business said: “Highspeed
engines fit into our product
portfolio extremely well. On the
one hand, we’re able to logically
supplement our product range,
while on the other we’re able to
move into a new maritime segment
that promises profitable growth for
the future.”
Eckart says: “It’s a nice business
idea to combine everything here
and have one MAN Diesel facility
at Pompano Beach.”
In fact, Florida’s long coastline,
sunny climate and innumerable
marinas and harbours act as a
magnet for smaller vessels, such
as motorboats and yachts, representing
a potentially lucrative
market for PrimeServ and the highspeed
business in general.
The business manager
Andrea Herbst is PrimeServ Ft.
Lauderdale’s Business Process
Manager. Another native German,
Herbst studied political economics
in Augsburg and joined MAN Diesel
there while still a student. Upon
graduation, she joined the company
full-time and subsequently took
an opportunity to come to Florida.
Herbst’s tasks mainly cover the
financial side of things – investments,
budgeting, invoicing and
billing. “I also look into business
process flows to see if they are
working well and try to find better
solutions if they are not. These
processes give me a good overview
of what’s going on at this facility
and throughout the company,”
she says.

DIESELFACTS 1/2010
Business strategy
In recent years, PrimeServ Ft.
Lauderdale has worked with
customers on developing maintenance
contracts, the prime example
of which is its EMC (Engine
Management Concept) agreement
with Norwegian Cruise Line.
Herbst says: “This is something
that is convenient for the customer
and that is also good for us. Maintenance
contracts is one of the areas
that we are currently focusing
on and, thus far, the customer is
really happy with our service. It’s a
fleet of 10 ships and we perform
all kinds of maintenance, from engines
to turbochargers, all the way
to electronics.
The EMC agreement with Norwegian
is the first PrimeServ ever
established worldwide, but Ft.
Lauderdale also handles maintenance
agreements with Alaska
Tankers, Bell Co and Aqua Electra
(Curacao) for Augsburg and carries
out the service work on its
behalf. Herbst says: “This is one of
our most important strategies and
so far it’s going well. We are continuously
looking for other, suitable
customers to sign EMC agreements
with and are currently talking
to a number of interested cruise
lines. We can use the example of
Norwegian to attract them. That’s
been running successfully for over
two years now.”
Future prospects
Michael Eckart says: “The market
has grown a lot since we started
but the segments – the kind of
work we offer – haven’t really
changed. We are still mainly focussed
on four-stroke and turbochargers,
but the volume of work
has grown a lot.” Eckart thinks that
the market is difficult at the moment.
But this has not affected
his after-sales business too much.
Even during the crisis, many ships
have to maintain their itineraries
and people need electricity from
power stations.
Eckart also sees the cruise market
in the United States as being
one of the fastest growing markets
in general and thinks this trend will
continue because of its convenience
as a way to holiday.
Andrea Herbst agrees: “It’s easy
to just go aboard a ship and have
a nice vacation. Despite the difficult
economic situation right now,
cruise liners still have their customers
so I think the market will continue
to grow. Ten years ago, going
on a cruise was mainly for people
of high-income but, these days,
anybody can afford to go so I still
see a lot of potential there.”
Epilogue
MAN Diesel celebrated the official
opening of PrimeServ Ft. Lauderdale
in December 2009 in front of
more than 250 customers, suppliers,
business partners along with
local dignitaries.
In his speech to the assembled
guests, Michael Eckart said: “This
facility continues to demonstrate
MAN Diesel PrimeServ’s dedication
to enhanced customer service
for North America, and the cruise
industry in particular. In addition,
PAGE 7
Tourist sites galore and a tropical climate attract cruise ships and thus PrimeServ to Florida. Dr. Stephan Timmermann
(above, right) of MAN Diesel’s Executive Board congratulates Michael Eckart at the opening of PrimeServ Ft. Lauderdale
our state-of-the-art, dedicated
training academy now brings a
professional facility and staff to our
North American customers, which
we trust will prove invaluable in the
coming years.”
With the opening of PrimeServ
Ft. Lauderdale, MAN Diesel now
operates five service centres in
North America, joining its existing
facilities in New Jersey, Seattle,
Houston and Los Angeles.
© Greater Fort Lauderdale CVB

PAGE 8 DIESELFACTS 1/2010
PrimeServ Retrofit Increases
Propeller Efficiency by Impressive 12%
Retrofit propeller solution delivers significant fuel savings to passenger ferry
An optimised propeller from MAN
Diesel has helped the Scandlines
passenger ferry, the M/V “Sassnitz”,
achieve increased efficiency of 12%
on its daily sail between Trelleborg,
Sweden and Sassnitz, Germany.
Scandlines is one of Europe’s
largest ferry companies, a result
of the fusion between the largest,
national ferry lines in Denmark
and Germany. Business is based
on the swift and reliable transport
of both passengers and cargo on
international routes within Danish,
Fitting the new propeller blades
German and Swedish waters, as
well as further afield to the Baltic
states and Finland.
Scandlines operates 17 ferries
on 8 routes between 11 harbours
in the Baltic Sea. Last year, the
shipping company transported
more than 17.3 million passengers,
4 million cars, 1 million lorries,
84,000 goods wagons, and
68,000 busses.
Rasmus Nielsen, Scandlines’
project engineer says: “We started
to look at propeller retrofit solutions
as a direct consequence of
The M/V Sassnitz sails daily between Trelleborg, Sweden and Sassnitz, Germany
high fuel prices. Aboard the M/V
Sassnitz, we have replaced the
propeller blades with a modern,
optimised design. Our tests document
that this has realised an increased
efficiency of no less than
12%. Originally, MAN Diesel had
8-10% as a target, so therefore it’s
very pleasing that our measurements
show an even better result.”
He adds: “The ship reverses a
lot in-harbour and therefore it’s
vital for us to attain the optimal
propeller blade design. As such,
the propeller set-up has been optimised
to best fit this particular operating
profile without compromising
overall efficiency.”
In order to optimise the process,
the Sassnitz’s operating profile
was thoroughly analysed by
MAN Diesel’s propeller design department.
MAN Diesel PrimeServ
participated in the installation of
the new propeller blades on the
Sassnitz, which is powered by four
MAN L40/54 engines.
“MAN Diesel and Scandlines
have cooperated with each other
for over 20 years on controllable
pitch propellers,” says Brian Grusgaard,
Manager of Upgrading and
Retrofit Support at MAN Diesel
Propulsion After-Sales. “Scandlines
is a front runner within retrofit
propeller optimisation and the M/V
Sassnitz’s fuel consumption has
now been reduced, which is also
an environmentally friendly solution.
We expect many such retrofits
in the future, and are currently
in contact with a good number of
other shipowners who are interested
in propeller optimisation.”
Rasmus Nielsen, Scandlines project engineer, and Brian Grusgaard, Manager of
Upgrading and Retrofit Support at MAN Diesel Propulsion After-Sales
M/V Sassnitz Principal Data
Route Sassnitz – Trelleborg
Type Ro-Pax
Construction year 1989 / 1994
Gross tonnage 21,154
Shipbuilder Danyard A/S, Frederikshavn, DK
Port of registry Sassnitz
Flag German
Engines 2 × MAN 8L40/54
Output (kW) 18,200
Length, oa 171.5 m
Breadth incl. fender 24.1 m
Service speed 19 kn
2 x MAN 6L40/54
Train capacity 5 tracks, 711.5 m

DIESELFACTS 1/2010
Hazardous Substance Declaration
to Lead to Cleaner Products
MAN Diesel initiative pre-empts IMO ship recycling regulations for newbuildings
For reasons of cost, the final scrapping
of ships and the recycling of materials
have gravitated to developing
countries and attract considerable
criticism regarding the working conditions
of the personnel involved and
the disposal of potentially harmful
residues in the ships.
In particular, given lifespans of
merchant ships in the region of
30 years, the scrapped hulls can
contain substances which have
long been identified as hazardous
and outlawed in many parts of the
works. Examples are asbestos
and lead which were widely used
as insulation for pipes and in paints
respectively, before their risks
were recognised.
To counter this situation, the International
Maritime Organisation
has developed the IMO Convention
on Safe and Environmentally
Sound Recycling of Ships, a set
of regulations controlling the use
of hazardous substances in newbuildings.
The legislation started
ratification in 2009 and affects
newbuildings with keels laid in
about 2013. Sensibly, the legislation
applies to all the components
of the ship and places the onus on
the manufacturer to minimise or,
where possible, completely eliminate
harmful substances from their
products. Any unavoidable residual
substances must be entered in
an Inventory of Hazardous Materials
(IHM) issued by the shipyard
and based on the declarations
from its suppliers.
As an engine, turbocharger, gear
and propeller supplier, MAN Diesel’s
products are categorised as
“Structure and Equipment” under
the IMO Convention. MAN Diesel is
obliged to issue declarations under
Table A Materials, which is mandatory
for new and existing ships,
and Table B Materials, which is
mandatory for new ships and voluntary
for existing ships. “These involve
a Materials Declaration for all
our products containing materials
identified by IMO as hazardous, as
well as a Declaration of Conformity
which confirms that we have the
quality processes and procedures
we need to ensure the correctness
of our Materials Declarations,”
note Dr. Holger Gehring and Harald
Krekel, who implemented the
process for compliance with this
convention in MAN Diesel.
Having accompanied the development
of the new IMO legislation
closely through all its stages, MAN
Diesel has prepared its response
to the changes well in advance
and already has its solution in
place. “Materials Declarations are
already available for all MAN Diesel
Products”, Gehring confirms.
“In this way, as with our early avail-
ability of engines complying with
emissions legislation, we aim to
give our customers clear future
perspectives,” Gehring states. “In
fact, due to strict safety at work
regulations in Europe, our engines
contain only minor proportions of
the hazardous substances listed
by the IMO convention,” Gehring
states. “And in any case, similar
declarations are already requested
in the “Green Passport” schemes
that is run by the Classification Societies,”
he adds.
Essentially, MAN Diesel has
adopted a delegated approach
which obliges its suppliers to make
parallel declarations. The obligation
to declare potentially hazardous
substances is now firmly enshrined
in our contracts with our
suppliers and our Conditions of
Purchase. To ensure compliance,
we have contacted our suppliers
and ascertained what substances
PAGE 9
they use. The materials identified
are, as stated, in very small
amounts – lead in bearings, lead
oxide in gaskets and mercury in
thermometers. Under our revised
conditions and our quality guidelines,
suppliers issue MAN Diesel
with their own Material Declarations,
and are obliged to inform us
immediately of proposed changes
in their manufacturing practices.
Parallel to identification and documentation
of hazardous substances,
we have investigated how
to reduce or even eliminate these
substances from our products. As
a start, lead-oxide-free gaskets
have been intensively tested. Most
of the gaskets so far containing
lead oxides have been substituted
with lead-free components with
the same or even better performance.
The remainder will follow
shortly, when performance testing
is finally concluded.
Ship recycling in the past has not effectively dealt with hazardous materials from ships. IMO legislation places the onus on ship builders and suppliers, including engine builders and designers, in demanding
that all ship components minimise or, where possible, completely eliminate harmful substances. MAN Diesel has already introduced material declarations to comply with this legislation

PAGE 10 DIESELFACTS 1/2010
MAN 18V32/40 Engines Provide
Solid Foundation for African Venture
MAN Diesel Spain plays central role in establishing 35-MW cogeneration plant
With MAN Diesel as main supplier,
Ingemas, the Spanish engineering
company and a member of the TSK
Group, has developed a turnkey power-plant
project for the “Les Ciments
du Sahel S.A.” (CDS) cement plant,
an investment of EURO 29,500,000.
CDS has been located in the
Kiréne region of Senegal, Western
Africa since 2000. The plant
lies some 70 km to the south of
the capital, Dakar, and has an
output of 35 MW from four MAN
18V32/40 engines (each 9 MW m or
8.75 MW e ) at 750 rpm. The HFO
-burning engines will cover the current
and future power demands of
the cement plant. Additionally, the
installation of four boilers for ex-
haust-gas heat recovery will cover
the steam requirements for both
the power plant and the cementproduction
process.
The cement plant originally began
production in 2002 and the introduction
of the MAN four-stroke
engines ties in with the introduction
of a second production line
at the CDS plant, due to start up
this year. This will facilitate an increase
in cement production from
600,000 to 3,000,000 tonnes per
year. The four MAN four-stroke
engines replace 16 non-MAN
gensets and will cut 55% off existing
electricity tariffs. The fourth
engine will be delivered for preliminary
taking over during the second
quarter of 2010.
Ingemas
Founded in 1979, Ingemas is an
engineering and project-management
company with interests in a
broad range of segments offering
integrated technical services
from consultancy and design to
the construction and start-up of
industrial plants.
The power plant
The power plant is designed to work
24/7 without interruption. The plant
is the cement plant’s sole power
source and continuous power and
availability are accordingly paramount.
The power plant works in
island mode, both in isochronous
and drop modes as well as through
power control.
The 4th Shipdex Conference took
place at the MAN Diesel PrimeServ
Academy in Augsburg, Germany on
16 February, where the Shipdex protocol
was declared ready and available
for use.
Shipdex (Ship Data Exchange) is
international business rules-based
and fully compliant with S1000D,
developed to standardise the exchange
of electronic technical data
within the shipping community.
The Shipdex protocol aims to ensure
a high quality of technical and
logistical data and simplify the exchange
of data within the industry.
For application service providers,
Shipdex is a basic specification
for implementing data interfaces
All civil engineering, structures, systems
and equipment have been
designed to accommodate a potential,
fifth MAN engine in the future,
depending on production demand.
The four new engines run on HFO in
normal mode but, for flexibility and
to ensure a reliable power supply,
are also designed to operate on LFO.
The 18V32/40 units are integrated
with MAN NR34/S turbochargers.
As the engines work in island mode
and load variations can be high and
sharp in the cement plant, so-called
“jet assist” devices are fitted externally
to the turbochargers, enabling
a quick response to such variations
by injecting compressed air directly
into the compressor wheels of the
turbochargers.
from technical manual solutions to
maintenance and purchase or any
fully fledged ERP systems.
The purpose of the Augsburg
event was to bring together the
different sub-groups of the European
maritime industry and show
the milestones reached during the
development of a solution to the
long-standing industry challenge
regarding paper manuals, namely
the on-board availability of correct
maintenance data.
On the day, there were over
100 attendees, including owners,
classification societies, shipyards,
equipment makers and software
providers of maintenance systems.
Speakers included Shipdex founding
members Grimaldi Group, In-
Archive picture of the MAN Diesel
18V32/40 engine
Control System
MAN Diesel has developed the
new power-plant’s control and
monitoring system with the aid of
Kuhse, the leading manufacturer
of process controls for combined
heat and power plants and emergency
gensets.
The system works by means of
network peripherals placed about
the plant that collect field information.
This is passed on to five PLCs
connected by an ethernet network
to servers from which optimum
operation can be controlled via
graphical user interfaces.
Ultimately, MAN Diesel will be
able to provide supervision and
maintenance assistance directly
from its own headquarters in
Augsburg by means of a remote
access application.
Les Ciments du Sahel S.A. cement
plant pictured during the advanced
construction phase of its MAN-fitted
power plant (source: Ingemas/TSK)
Shipdex Sets the Standard and Simplifies Data Exchange
Senegal
tership Navigation, MacGregor (as
part of the Cargotec Group), Alfa
Laval, SpecTec and MAN Diesel,
as well as Rolls Royce Marine,
Gemanischer Lloyd, United Arab
Shipping Company, Corena and
the S1000D Council.
Promising, concrete signs of the
new protocol’s acceptance were
also revealed in a series of announcements
that:
MAN Diesel is ready to deliver
manuals in Shipdex format
MacGregor Cranes will shortly
be ready to deliver manuals
in Shipdex format and Mac-
Gregor RoRo and MacGregor
Hatch Cover will follow
SpecTec is offering their Shipdex-compliant
CMMS, the

DIESELFACTS 1/2010
Major Strategy Behind New Unit
Interview with Arnd Löttgen, Head of MAN Diesel’s new High-Speed Business Unit
Arnd Löttgen answers some of DieselFacts’
questions regarding the
genesis and logistics of the High-
Speed Business Unit, the benefits it
will bring about for MAN Diesel and
what it hopes to achieve in the immediate
future.
How did the idea of launching
a High-Speed Business Unit at
MAN Diesel come about?
Arnd Löttgen (AL): A downward
expansion of the MAN Diesel
portfolio has been under consideration
for some time now. Given
the high market share in the existing
product programme – that
is for low- and medium-speed
engines – we can assume there
will be further growth in the highspeed
sector in particular. Based
on the strategic correspondence
and expected synergies, this MAN
Nutzfahrzeuge business has been
transferred to MAN Diesel.
Which market segments does
the High-Speed BU cover?
AL: In future, diesel and gas engines
from the High-Speed Business
Unit will be powering yachts,
small work boats, locomotives and
decentralised power supply plants.
The output range lies between 70
and 1,400 kW. So we are under
way in both the marine and the
power sector.
How many employees will be
working in your business unit?
AL: Just under 100 employees
have been transferred from MAN
Nutzfahrzeuge Development and
Sales to MAN Diesel. They did
not find it a big change, because
high-speed product development
and the central sales and service
AMOS Business Suite
Shipowners are ordering Shipdex
data for their new building
projects
United Arab Shipping Company
has announced that it has
requested Shipdex datasets
for nine coming newbuildings
Germanischer Lloyd is exploring
the possibilities of using
Shipdex as part of its customer
communication and approval
processes
Rolls-Royce Marine has become
a registered member of
the Shipdex community
InterManager, the international
trade association for ship managers
that represents a fleet of over
1,000 ships globally, was represented
in Germany by Alexandre
Albertini, who said: “InterManager
is showing great interest in Ship-
functions remain at the Nuremberg
location. The cooperation so far
between employees and management
at Augsburg and Nuremberg
and with the other MAN Diesel
locations is already working well.
The engines which were originally
developed in the commercial vehicles
sector are still produced in Nuremberg
as a MAN Nutzfahrzeuge
service. There will be no transfer of
staff in the production area.
What are the advantages of remaining
in Nuremberg?
AL: Nuremberg will be operated
jointly by MAN Diesel and MAN
Nutzfahrzeuge. The High-Speed
Business Unit may be located at
Nuremberg, but it is an integral
part of the MAN Diesel operational
organisation, so functions are also
located in Augsburg. Besides, Nuremberg
is also the central location
for development and production of
engines for MAN Nutzfahrzeuge in
this output area. Decades of experi-
dex as additional proof of the positive
moves the shipping industry
is making towards self-regulation
and improved governance. Inter-
Manager is interested in discussing
the project further and checking
the interest of its members in
such a standardisation initiative.”
Henrik Striboldt, the Business
Development Manager at MAN
Diesel PrimeServ representing
Shipdex, said: “Today’s declaration
of the Shipdex protocol as a
viable means of universal data exchange
within the marine industry
marks a significant milestone. We
have already gotten off to an excellent
start with its acceptance
by some of the key players within
the industry, and I predict its widespread
adoption in the near future.”
Shipdex is an independent
standard and is open to all members
of the maritime industry. As
ence and the successful placement
of these engines in the off-road sector
form a solid foundation for expanding
the high-speed business.
What about customer care?
AL: To maintain the good care of
high-speed customers in worldwide
sales and service, MAN Diesel
will be taking over the cooperation
with the existing sales and
service partners and expanding
it further within the framework of
the PrimeServ strategy. In this way
we can develop extra growth potential
by conceptually and operatively
combining the existing MAN
Diesel business and the coming
high-speed activities, for example,
in the work-boat market or in the
onboard generator-set market.
What positive effects do you expect
to see at MAN Diesel from
the integration?
AL: When the High-Speed Business
Unit moves into MAN Die-
such, anyone can become a Shipdex
member, simply by registering
at www.shipdex.com, and all contributions
to improving the Shipdex
protocol and the exchange of data
are encouraged.
All presentations are available
from the Downloads-Documents
section at www.shipdex.com.
For further information contact:
Grimaldi Compagnia di Navigazione
(Shipdex copyright holder)
coletta.giancarlo@grimaldi.napoli.it
Intership Navigation (Shipdex
copyright holder)
pbury@intership-cyprus.com
SpecTec Group HO (Shipdex
technical manager)
marco.vatteroni@spectec.net
Ralf Grosshauser, Head of MAN
Diesel’s Turbocharger Business Unit
acted as moderator in Augsburg
sel’s sphere of responsibility, I
expect positive effects that go beyond
market cultivation. Other focal
areas where synergies will be
found are product development,
procurement and production. The
close cooperation between engineers
at Nuremberg and Augsburg
will have positive effects on
the development of new engines
and the further development of
existing products. The Augsburg
focal points of know-how on turbochargers,
electronics and injection
systems supplements and
combines very well with the Nuremberg
experience in developing
high-speed and low-emission
engines and producing them costeffectively
in large numbers. Since
the joint projects started in 2009,
we have already seen that the
exchange of existing knowledge
works well, and that the company
cultures at Nuremberg and Augsburg
are well-matched too.
PAGE 11
How is the economic crisis affecting
the high-speed business?
AL: Of course, the high-speed
engine business has also been affected
by the crisis. Our customers’
financial situation is strained. It is
particularly important therefore to
ensure that orders are financed.
Close contact with both customers
and suppliers is essential.
What goals will you be pursuing
in the coming year?
AL: Launching the High-Speed
Business Unit is a major strategic
decision. However, it also comes
at the same time as the most extensive
economic crisis in decades.
Because of this, the work in
the High-Speed Business Unit in
2010 will not only be characterised
by design for the future and expanding
the high-speed business,
but also by operative management
of the crisis-related problems our
customers, suppliers and our own
organisation are experiencing.
Arnd Löttgen is in charge of the
transfer of high-speed business
from MAN Nutzfahrzeuge to
MAN Diesel & Turbo, and will
also head the new business unit.
He has worked for MAN since
1980. In 2002 he took the leadership
of the Engines Business
Unit at MAN Nutzfahrzeuge in
Nuremberg, and was responsible
for development, production,
sales and service. After studying
mechanical engineering at the
University of Siegen, he started
his career as a project engineer
in nuclear technology with the
former MAN Technologie. During
his time with the MAN Group,
he has also worked for MAN
Roland, MAN Miller and ERF in
the United Kingdom.

For further information
MAN Diesel
Group Marketing
dieselfacts@mandiesel.com
www.mandiesel.com
See DieselFacts online
with video clips at:
www.mandiesel.com/dieselfacts
Publisher:
Peter Dan Petersen
Group Marketing
MAN Diesel
DIESELFACTS 1/2010
Container Ship ‘Sneeks’ Back into Service
PrimeServ Frederikshavn goes into overdrive to replace feeder vessel’s engine block
In the hour of need, MAN Diesel
PrimeServ sprang into action. Over
Christmas and the first few weeks
of the new year, PrimeServ swiftly
carried out a repair job in Denmark
to put Dutch container feeder-vessel
M/V “Pride of Sneek” back in business
on its regular route between the
Netherlands and the UK.
The story started in December
when the 11-year old container
vessel suffered major damage to
its MAN Diesel 12V28/32A main
engine. The break-down happened
off Immingham, which
forms one point of the vessel’s triangle-service
between the Dutch
inland waterways and the English
west-coast harbours of Immingham
and Blyth.
Close investigation revealed the
extent of the necessary repairs to
owner, Douwe Visser, and his insurance
company who accordingly
rang the PrimeServ service hotline.
An immediate exchange of facts
and photos led to PrimeServ issuing
a quick quotation and specification
to the owner. After evaluation
of the repair options available
and the different time-scales on
offer, the Pride of Sneek chose
PrimeServ Frederikshavn and was
towed to its facility in Denmark.
Douwe Visser chose Freder-
ikshavn because it alone could
handle all aspects of the repair
job, including steelwork, heavy lifting,
new parts and spares, engine
repair, starting-up and sea trials,
and all at the one location. Another
important issue was out-ofstock
parts availability – including
a new engine block – the timing
M/V PRIDE OF SNEEK - Principal Data
IMO number 9189574
of which was vital to the project,
together with options for repairing
the crankshaft.
Repairs finished successfully in
January 2010 and a happy Douwe
Visser said: “It was the right repair
decision. The job has been well organised
with few hands involved,
resulting in no bad surprises with
Ship type Cargo / Fully Cellular Container
Owner Douwe Visser, The Netherlands
Construction year 1999
Shipbuilder
Kroeger Werft GmbH & Co. KG,
Germany
Port of registry Sneek, The Netherlands
Flag The Netherlands
Gross tonnage 2,986
TEU 366
Length, oa 99.5 m
Breadth 16.9
Draft 5.9 m
Speed 15.2 kn
Engine MAN Diesel 12V28/32A
regard to time and technical quality.
We came in with the vessel on
Friday December 11th, and overthe-weekend
actions meant that
the damaged engine was out of
the vessel already on the following
Monday. With that, it has to be
noted that my engine crew had
done some dismantling during the
towage to Frederikshavn. And now
we could leave 5½ weeks after,
and earlier than originally promised
in spite of coinciding with Christmas
and New Year celebrations”.
The necessary paperwork done by Douwe Visser, flanked by Jesper Stokholm
Larsen (left) and Brian Grusgaard (right), both MAN Diesel
PrimeServ Frederikshavn took care of repairs (above) including the logistics of
lowering the engine back into place aboard the Pride of Sneek (below)