CIMAC Congress - Schiff & Hafen

MAY 

JUNE | 3 | 2010 

www.shipandoffshore.net 

The international publication of 

� Propulsion: 

LPG as alternative fuel 10 

� CIMAC Congress: 

abstracts of papers 23 

� Off shore: Wind park 

installation vessels 96

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First Class bulk carriers: a new perspective 

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Bookable days are: 

Tuesday, September 7th 2010 

Wednesday, September 8th 2010 

Thursday, September 9th 2010 

Friday, September 10th 2010 

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WIN 

A SAILOR 500 0 FleetBroadband FleetB 

terminal 

plus plus a crew communication communic solution and 

mobile internet internet et bundle bundle 

Visit the Inmarsat stand, hall B6, stand sta tand 111 and complete a 

competition entry entry form. 

Terms and conditions apply. 

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Leon Schulz M.Sc. 

Managing Editor 

Malta 

leon.schulz@dvvmedia.com 

This year´s 26th CIMAC Congress in Bergen, Norway, on 

June 14th-17th is the most important international meeting 

for the internal combustion engine industry. 

Ship&Offshore is honoured to be the only publication to 

offer the abstracts of the congress papers to its readers. These 

are impressive in terms of quantity and in particular are of 

excellent quality showing a very high level of competence. 

The papers clearly indicate that makers of engines and 

components are focusing their R&D efforts on reducing 

emissions. Given the further tightening of exhaust emission 

limits, the development of new or alternative environmentfriendly 

propulsion technologies and suitable exhaust gas 

treatment concepts is becoming increasingly signifi cant in 

shipbuilding. 

This is especially important with respect to the introduction 

of the IMO-TIER 3 limits valid for the emission control 

areas in 2016. These require a reduction in nitrogen oxide 

emissions of approx. 80% compared with current values. 

Particularly in view of new regulations for sulphur content 

in fuel or for sulphur oxide emissions, new technological 

approaches are required for marine diesel engine plants. 

Technical solutions based on exhaust gas treatment such 

as SCR catalysts or sulphur scrubbers as well as dual-fuel 

or exhaust gas recirculation concepts are currently being 

discussed. Several concepts are expected to be available in 

2016. 

For providing a reliable and effi cient propulsion system as 

well as onboard power generation, the marine diesel engine 

has not yet reached its development limits and has substantial 

potential for meeting the stringent emission regulations 

of the future as well as becoming even more effi cient. 

An interesting development for further reducing emissions 

is presented in an article describing the use of LPG as an 

alternative fuel (see page 10). With the new gas code, the use 

Dr.-Ing. Silke Sadowski 

Editor in Chief 

Hamburg 

silke.sadowski@dvvmedia.com 

Combustion engines 

for the future 

COMMENT 

of LPG (propane and butane) as a fuel for ship propulsion 

has thus come a step closer to marketability. 

In addition to emission levels, operational costs are playing 

a signifi cant role for the shipping industry, especially with 

charter rates remaining low. Lubrication is an important factor 

in saving costs. A fl exible way of adjusting and optimising 

cylinder oil consumption for two-stroke diesel engines is 

presented on page 12. 

Another important congress in the near future will be the 

29th International Conference on Ocean, Offshore and Arctic 

Engineering (OMAE 2010) in Shanghai on June 6th-11th. 

The organisers of this event, which has top speakers and is 

expected to attract 850 participants, have in addition to the 

traditional focal areas of offshore and ocean research technology 

put high priority on offshore wind energy, in line 

with the enormous current and future global signifi cance of 

this area. It is forecast that by 2013 there will already be offshore 

wind farms worldwide with an overall output of well 

over 11 GW (Gigawatt), some located in water depths of 

over 40m at great distances from the mainland. The installation 

and operation of such wind farms require extremely 

high technological expertise and sophisticated logistics, 

necessitating close cooperation between operators, offshore 

service providers and wind power plant makers. 

Larger and more powerful Jack-Up Platforms are needed in 

order to be able to work safely and effi ciently, even in very 

deep water, and meet more stringent requirements for the 

construction of offshore wind farms. Innovative and ever 

larger wind turbine installation units are necessary. Two of 

the world’s largest are described on page 96 and 98. 

Ship & Offshore | 2010 | N o 3 3

� Shipbuilding & 

Equipment 

Propulsion & 

manoeuvring technology 

10 Dual-fuel engine using LPG 

12 Optimizing cylinder oil 

consumption 

13 Cutting diesel engine 

emissions 

14 The world’s largest solar 

powered ship 

14 MOL develops diesel 

particulate fi lter 

15 Nozzles specifi c to performance 

requirements 

15 Promas Lite for Carnival Glory 

16 Norwegian Epic powered by 

innovative propulsion system 

Euro 17,50 | www.schiffundhafen.de 

62. Jahrgang | C 6091 

01|10 

4 Ship & Offshore | 2010 | N o 3 

��Maritime Wirtschaft: 

Jahresbilanz und Ausblick 12 

��Schiffsbetrieb: Condition- 

Based Maintenance 24 

The Wake 

– the only emission we want to leave behind 

��SO X -Emissionen: Trockenes 

Abgasbehandlungssystem 38 

NO 3 INSIDE REPORT 

18 JANUARY 

2010 German yard Lloyd Werft is in talks about the entry of a new strategic investor into the company. 

| “We are in talks about the sale of a shareholding,” said yard chief executive Mr Werner Lüken, declining 

to name the possible buyer. The new investor could buy shareholdings in the yard currently 

owned by Italian yard Fincantieri and the yard’s management, he said. He declined to name the 

potential buyer. Fincantieri bought a 21 percent share in the yard in 2006 but had now given up 

plans to buy a majority stake and develop strategic cooperation in cruise ship modernisation, a sector 

both yards specialise in. The Bremen state government was also interested in selling its 13.1 percent 

shareholding in the yard, a state spokesman said. Managers control the rest of the shares. (See also 

Germany) 

German engineering group ThyssenKrupp is in fi nal talks on the sale of its Hamburg yard Blohm 

+ Voss to United Arab Emirates (UAE) buyer Abu Dhabi Mar, according to informed sources. | 

The two parties aim that ThyssenKrupp’s supervisory board approve the deal by end-January, the 

sources said. The purchase price has not been agreed yet, but insiders suggest a sum in the lower 

three-digit million euro range. Apart from that, Abu Dhabi Mar wants to win corvette and yacht orders. 

ThyssenKrupp said only that talks are continuing. 

Shipbuilder STX has confi rmed that some 430 jobs may be cut at its Turku shipyard in Finland. | 

The company adds that nearly all staff can expect working hours to be cut or compulsory holidays to 

be introduced at some point because of a lack of orders. Around 370 of the job cuts affect shipyard 

workers; another 60 offi ce jobs are to be slashed. The shipyard’s current ship order, the luxury liner 

Allure of the Seas, is well on its way to completion. The future of the shipyard seems rather bleak if 

new orders do not surface. The company launched layoff talks in early November of last year. Talks 

with staffs are still continuing. Some of the layoffs will be carried out this winter. The rest are expected 

to occur by the end of the year. 

South Korean shipbuilders won fewer newbuilding orders than their Chinese rivals in 2009 and 

China’s shipbuilding order book is now larger than Korea’s, London-based market researcher 

Clarkson Plc said. | Korean shipbuilders won a combined 3.15 million compensated gross tons 

(CGTs) in new orders last year, accounting for 40.1 percent of all new global orders, said Clarkson. 

New orders at Chinese shipyards totalled 3.49 million CGTs during the cited period, accounting for 

a dominant share of the total new world orders, Clarkson said. Market observers said Chinese shipbuilders 

have won new orders for cheaper, simple vessels, while South Korean shipbuilders have 

continued to focus on high-priced vessels and offshore oilfi eld facilities. South Korea also gave up the 

top position to China in the global shipbuilding industry in terms of order backlogs, according to the 

researcher. South Korean shipbuilders’ combined order backlogs totalled 52.83 million CGTs as of 

early January 2010, compared with Chinese rivals’ 53.22 million CGTs, it said. 

Indian shipbuilders are heading for another hard year in 2010 amidst weak demand and prospects 

of order cancellations as the global economy struggles to emerge from a slowdown, analysts 

said. | Bharati Shipyard remains a lone promising outlook for investors on expectation its recent 

acquisition of customer Great Offshore Ltd, an Indian offshore contractor. The takeover of Great 

Offshore will boost Bharati’s order book and cash fl ows as Great Offshore has major expansion plans. 

The Indian shipbuilding sector faced a tough 2009 as new orders collapsed. “For 2010, we do not 

see improved orders. The order book has been stagnant and will continue to remain so,” said Kunal 

Lakhan, a shipbuilding analyst at Indian analyst KR Choksey. While Lakhan expects some shipping 

fi rms to delay delivery to next year, others are concerned that the over-supply may lead to order cancellations 

for shipyards (See also India) 

CIMAC Congress 

The CIMAC Congress, which takes place every 

three years, will be held in Bergen, Norway, this 

time. It is devoted to the presentation of papers 

on engine production covering state-of-the-art 

technologies and applications. The number of 

abstracts submitted for selection is 295, which is 

an all-time high. 182 papers have been accepted 

for regular sessions and 66 for the poster session. 

CIMAC has a reputation for being a lively and 

attractive forum and is the main platform for 

dialogue between the engine industry’s technical 

experts and its customers. 

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„CSAV RIO MAIPO“ S. 3 

TANKER WIEDER FREI 

Reederei M. Lauterjung bringt ihren 

ersten Autofrachter-Neubau in Fahrt Der mit 28 Besatzungsmitgliedern 

gekaperte griechische Tanker „Maran 

FRACHTABSCHLÜSSE S. 14 Centaurus“ ist seit gestern wieder 

VLCC „Crude Star“ tritt Jahrescharter 

frei. Zuvor sollen sich an Bord dramatische 

Szenen abgespielt haben: 

bei Clearlake zu 32 000 Dollar/Tag an 

Nach dem Abwurf eines Lösegeldes 

in unbekannter Höhe nahmen sich 

SHIPINX S. 16 

rivalisierende Piratenbanden gegen- 

Der Indikator für die Seeverkehrsseitig 

unter Beschuss. Seite 13 

wirtschaft fi el auf 330,43 Punkte 

Dienstag, 19. Januar 2010 C 6612 | 63. Jahrgang Nr. 12 www.thb.info 

DFDS LISCO verlässt Lübecker Hafen 

Die seit 2003 betriebene RoPax-Linie „Hansa Bridge“ von Lübeck nach Riga wird zum Monatsende eingestellt 

Das Jahr 2010 beginnt für 

der Dienst von vier auf zwei 

den Lübecker Hafen mit ei- 

Abfahrten pro Woche redunem 

Rückschlag. Die Reeziert 

worden. Zum Jahresderei 

DFDS LISCO verlässt 

wechsel entschied sich die 

die Hansestadt. 

Reedereizentrale in Kopenhagen 

dann für die Einstel- 

Die Linie „Hansa Bridge“ 

lung der kompletten Linie, 

zwischen Lübeck und Riga 

die 2003 mit der Verlagerung 

wird eingestellt, teilte das 

von Kiel nach Lübeck gestar- 

Unternehmen jetzt in Kotet 

war. Die bislang zwischen 

penhagen mit. Die Fracht- 

Lübeck und Riga eingesetzfähre 

„Kaunas“ soll am 27. 

te „Kaunas“ wird zukünftig 

Januar ihre letzte Reise von 

als Ersatzschiff auf anderen 

der Trave nach Riga antre- 

DFDS-Linien verkehren. 

ten. Die Reedereiagentur 

Die „Hansa Bridge“ war eine 

in Lübeck mit sieben Mit- 

von zwei Lettland-Linien des 

arbeitern wird danach ge- 

Lübecker Hafens. Die lettischlossen. 

Nach der Ein- Die Fähre „Kaunas“ wird zukünftig als Ersatzschiff auf anderen DFDS-Linien verkehren sche Reederei AVE ist aber 

stellung dieses Dienstes sol- 

auch von der Krise betroflen 

die anderen DFDS-Lini- Sassnitz – Klaipeda. Stärkste RoPax-Fähren „LISCO Glo- zwei Abfahrten. Die „Hansa fen. Ihre Fähre „AVE Liepaen 

nach Osteuropa gestärkt Verbindung mit weit über eiria“ und „LISCO Maxima“ Bridge“ hatte mit Beginn der ja“ hat den Fahrplan Ende 

werden. DFDS unterhält von ner Million Tonnen Ladung verkehren. Auf der bisher Wirtschaftskrise im Herbst 2009 vorübergehend einge- 

Deutschland aus drei Routen und 65 000 Passagieren pro mit einer Abfahrt pro Woche 2008 erhebliche Rückgänstellt und wartet gegenwär- 

ins Baltikum: Kiel – Klaipe- Jahr ist die Route Kiel – Klai- bedienten Route Sassnitz – ge bei der Ladung verzeichtig in Gdansk auf eine Besseda, 

Kiel – St. Petersburg und peda, auf der die modernen Klaipeda gibt es zukünftig nen müssen. Zunächst war rung der Lage. FB/ed 

„Zusage von höchster Ebene“ 

Niedersachsen sieht Y-Trasse nicht gefährdet 

150 Capesize-Schiffe warten 

in Lade- und Löschhäfen 

Trotz angeblicher Streiverfahren werde vorbereitet. 

chungspläne der Deutschen Mehrere Zeitungen berichte- 

2010 stark erhöhte Erz- und Kohleimporte nach China erwartet 

Bahn sieht das Land Niederten unter Berufung auf ein insachsen 

den Bau der Y-Trasternes Bahnpapier, dass we- Der Capesize-Markt war Seiten und einigen Analysten liefert werden. Angekündigt 

se nicht gefährdet. Für den gen der staatlichen Finanz- in den ersten drei Wochen von zehn Prozent (Angebot) waren im Januar 2009 etwa 

Bau der milliardenteuren not wichtige Schienenprojek- des Dezembers rückläufi g. bis 40 Prozent (Forderung) 170 Einheiten. Weitere 300 

Schnellstrecke von Hannote auf dem Prüfstand stehen, 

Preiserhöhungen die Rede bis 350 Capesize-Neubauver 

Richtung Hamburg und darunter auch in Niedersach- Der Timecharter-Durch- war. 2010 werden stark erten sind für dieses Jahr re- 

Bremen gebe es die Zusage sen. Ein Bahnsprecher sagte, schnitt fi el auf 38 000 US- höhte Erz- und Kohleimporgistriert. von höchster politischer Ebe- es gebe keine Streichliste bei Dollar pro Tag. In der letzte nach China erwartet. ILS (International Logisne, 

sagte ein Sprecher des der Bahn. Man sehe vielmehr ten Woche des Jahres erholte Die weltweite Stahlproduktic Services) Chartering ist 

Verkehrsministeriums ges- einen großen Investitionsbe- sich der Markt und beendete tion verlief im vergangenen ein unabhängiger Schiffstern 

in Hannover. Das Plandarf beim Schienennetz. ev/jm das Jahr bei 42 000 US-Dol- Jahr sehr viel besser als ermakler mit Sitz in Hamburg 

lar pro Tag, teilte der Schiffs- wartet. Im Vergleich zu 2008 und spezialisiert auf inter- 

Foto: Behling 

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as from page 23 

International Publications for Shipping, Marine and Off shore Technology 

Free issues 

available! 

Just send us an email: 

service@dvvmedia.com 

18 

Find out more at 

www.shipandoff shore.net 

or www.thb.info

� Shipbuilding & 

Equipment 

Ship’s paint & surface 

coating technology 

18 ”Multiple benefi ts” of biocidefree 

underwater hull protection 

19 Tie-coat Nexus X-Trend could 

save drydocking charges 

Industry news 

20 Basic Approval to ballast 

water management system 

21 Fall-pipe and rock-dumping 

vessel launched 

An advertising supplement of the DVV 

Media Group is enclosed to a part of the 

copies of this Ship & Offshore issue 

96 

� Offshore & 

Marine Technology 

Offshore windenergy 

96 Thor follows Odin as steel 

leviathan 

98 A titan of wind turbine 

installation units 

99 Call for EU investment 

99 Renewable energy 

New Building 

100 Offshore Support Vessels 

from Poland 

� Regulars 

COMMENT ...........................3 

NEWS & FACTS ...................6 

BUYER‘S GUIDE ...............107 

INDEX OF ADVERTISERS 123 

IMPRINT ........................... 123 

CONTENT | MAY/JUNE 2010 

Trends 

104 Shipping confi dence hits 

fi fteen-month high 

118 

� Ship & 

Port Operation 

Classifi cation 

105 Pilot scheme for extended 

drydocking 

Security 

106 Propeller Arresters to stop 

pirates 

Navigation & 

communications 

118 Intelligent integrated 

bridge system 

120 Enhanced target detection 

ABB Turbocharging. 

Setting a new 

standard. ABB Turbocharging introduces the all-new 

A100 turbocharger generation as a significant 

step in the development of single-stage, highefficiency, 

high-pressure turbocharging. 

www.abb.com/turbocharging 

Ship & Offshore | 2010 | No Ship & Offshore | 2010 | N 3 5 

o 3 5

INDUSTRY | NEWS & FACTS 

Powerful AHTS with a bollard pull of 287 t: Normand Ranger 

Normand Ranger delivered 

Ulstein Verft | AHTS Normand Ranger for Solstad 

Offshore ASA was recently delivered from Ulstein 

Verft AS, Ulsteinvik. 

Ulstein Verft had won the contract with GIEK 

and Sparebank 1 SR-Bank for completion of the 

anchor handling vessel last spring. The ship came 

to Ulstein Verft from the bankrupt shipyard Karmsund 

Maritime Service in August 2009. 

91 m long and 22 m wide Normand Ranger is an 

Anchor Handling Tug Supply Vessel of type VS 490 

designed by Vik Sandvik. The bollard pull amounts 

to 287 tonnes. Normand Ranger was built according 

OTC: High 

attendance 

Offshore Technology Conference 

| Attendance at the 2010 

Offshore Technology Conference 

(OTC) reached 72,900 

when offshore energy industry 

experts from around the world 

came together to share technological 

advances and innovative 

approaches at the world’s largest 

event for offshore resources 

development. The OTC 2010 

was held on May 3-6 at Reliant 

Park in Houston, USA. The 

sold-out exhibition is said to 

be the largest in 28 years, totalling 

more than 52,760 square 

metres. In order to increase the 

necessary size, OTC expanded 

the exhibition area to also include 

the Reliant Arena in addition 

to the Reliant Center. 

Covering four full days, this 

year’s technical program offered 

sessions on renewable 

energy sources including offshore 

wind and wave energy. 


OTC’s Spotlight on New Technology 

Program highlighted 

13 innovative technologies, 

which are already making the 

industry more effective. 

OTC continues to grow with 

two new conferences. The OTC 

Brazil conference is scheduled 

for 4-6 October 2011 in Rio 

de Janeiro. OTC’s fi rst Arctic 

Techno logy Conference will 

take place 7-9 February 2011 

in Houston, as a separate new 

conference focusing on both 

offshore and onshore technology 

for Arctic exploration and 

development. 

The 2011 OTC takes place 2-5 

May at Reliant Park. 

to DNV class Clean design. Also, catalytic reactors 

for minimum NO X emissions are installed and a 

Green Passport complying with IMO ship recycling 

scheme is issued. The 4,019 dwt new building 

is propelled by two large main diesel engines of 

8,000 kW each at 850 rpm reaching a max speed of 

18.5 kts. Main deck area measures 760 m² and it is 

equipped with two knuckle boom shipboard/harbour 

cranes and a multi deck handler. The AHTS 

was built with a hotel compliment with permanent 

capacity for 58 persons. Low noise and vibration 

levels are recorded in the accommodation. 

Approval for Cape Wind project 

Offshore windpark | The fi rst 

offshore wind farm in the USA 

recently got approval of the 

U.S. Department of the Interior. 

The project is to be constructed 

on Horseshoe Shoal 

in Nantucket Sound off the 

coast of Massachusetts. 

Looking ahead, the president 

of Cape Wind’s developer 

Energy Management Inc. Jim 

Gordon said, “We hope to begin 

construction of Cape Wind 

before the end of the year.” 

Once the project gets underway, 

construction is estimated 

to take two years. 

In 2009 Cape Wind had 

completed its State and Local 

permitting process with a 

unanimous vote of the Massachusetts 

Energy Facilities Siting 

Board to grant Cape Wind 

a ‘Certifi cate of Environmental 

Impact and Public Interest’ 

that rolls up all State and Local 

permits and approvals into 

one ‘composite certifi cate’. 

FSV to NOAA 

Fincantieri | The NOAA (National 

Oceanic and Atmospheric Administration) 

has contracted a 

Fisheries Survey Vessel (FSV) with 

Italy based Fincantieri’s American 

subsidiary Marinette Marine Corporation 

(MMC). The research 

vessel is funded under the American 

Recovery and Reinvestment 

Act to be delivered in 2013 to the 

ship’s homebase in San Diego. 

The ship will serve the Southwest 

Fisheries Science Center (SWFSC) 

replacing the David Starr Jordan. 

63.5m long and 15.2m wide, the 

vessel will be equipped with a 

full suite of modern instrumentation 

for sampling and advanced 

navigation systems with multifrequency 

acoustic sensors and 

extensive laboratories. The vessel 

will be able to carry out surveys 

on marine fauna, including 

mammals, turtles and fi sh and 

conduct studies into the effects 

of climate change on the ecosystems 

off the west coast of North 

America and in the eastern tropical 

Pacifi c Ocean. 

130 wind turbines will produce 

up to 420 megawatts of 

clean, renewable energy. 

A meteorological tower at the 

Horseshoe Shoal has gathered 

wind, weather, and ocean 

data for more than three years 

Cape Wind has entered into 

an agreement with Siemens to 

supply its 3.6-MW turbines for 

the offshore wind farm and, at 

the same time, Siemens also 

announced plans to open a 

U.S. Offshore Wind offi ce in 

Boston.

Gone into service: Abel Matutes 

Balearia | Shipyard Hijos de 

J. Barreras, Vigo, recently delivered 

the new roro/passenger 

vessel Abel Matutes to the 

Spanis h ferry operator Baleària. 

She has 11 decks, fi ve of them 

plus one car-deck being designed 

for cargo purposes, 

and the other fi ve being superstructure 

ones. 

Abel Matutes is 190 m long and 

26 m wide. The ship’s capacity 

is indicated with totally 900 

people, i.e. crew and travellers. 

Furthermore, a modular system 

allows 2,235 lane metres for 

trailers and 1,835 lane metres 

for cars in the hold. 

The energy consumption has 

been optimised. Propulsion 

has been solved with two main 

engines of 9,000 kW each that 

allow a service speed of 22 

knots. The level of emissions is 

below the one required by the 

environmental regulations, as 

Barreras states. 

The bow is equipped with two 

electrically-driven controllable- 

pitch transverse propellers of 

1,000 kW each. In addition, 

the passengers‘ comfort when 

sailing is to be guaranteed by a 

set of hydraulic stabilizers with 

retractable wings. 

Abel Matutes is part of the new 

building programme of the 

Balearia+ Series to offer better 

comfort to passengers. The 

vessel has spacious exterior 

10 MW engine type approved 

MAN | The twenty-cylinder 

28/33D prototype engine by 

MAN Diesel & Turbo recently 

passed a series of tests on the 

test bed at the company’s St. 

Nazaire, France works, and was 

awarded type approval by Det 

Norske Veritas (DNV) classifi cation 

society. 

The MAN 28/33D diesel engine 

Abel Matutes, part of Balearia+ series 

The type approval covers a rating 

of 9,100 kW at 1,000 rpm 

for 100% MCR and an additional 

10% overload capacity 

for one hour every six hours of 

10,000 kW at 1,032 rpm. The 

four-stroke, medium speed engine 

is claimed to be the most 

powerful and fuel-effi cient diesel 

engine in its class worldwide. 

The V28/33D engine range has 

12-, 16- and 20-cylinder confi gurations, 

featuring a high power 

density and maintains full compliance 

with IMO-II and EPA 

Tier-II legislation. 

The 280-mm bore and 330-mm 

stroke engine with its simple, 

functional and compact design 

has a minimal number of 

components and is tailored for 

three main segments: multiple 

propulsion applications including 

all types of fast ferry, naval 

ships and super-yachts; an STC 

(sequential turbocharging) edition; 

and as gensets for offshore 

applications. 

terrace s to enjoy the trip. Selfservice, 

video games room, 

fi rst-class seats lounge, shop, 

phone system with 50 internal 

lines, and music and TV available 

in all cabins and lounges 

are at voyagers’ disposal. 

The construction of the vessel 

was supervised by Bureau Veritas 

to reach the highest standards 

in its category. 

� 

IN BRIEF 

STX Europe | STX Norway 

Offshore AS has signed 

contracts for building of 

three special purpose vessels 

for a new foreign client. 

The vessels will be 

delivered in Q4 2011, Q2 

2012 and Q3 2012. The vessels 

are designed to satisfy 

the general requirements of 

salvage, rescue and towing 

operations including 

fi re fi ghting and pollution 

prevention. The vessels will 

have a length of 86 meters 

and a beam of 17.50 meters. 

The hull will be built at 

STX Europe in Romania, and 

outfi tted at STX Europe’s 

yard in Brattvaag, Norway. 

RINA | Genoa-based classifi 

cation society RINA has 

published a new set of rules 

covering offshore units 

including FPSOs, FSRUs 

and MODUs. The new rules 

are based on experience in 

helping develop the world’s 

fi rst offshore LNG terminals, 

both fi xed and fl oating. 


INDUSTRY | NEWS & FACTS 

� 

IN BRIEF 

Cavotec/Vahle | Cavotec 

MSL and Vahle Group have 

formed a cooperation with 

the intention to supply new, 

innovative systems to the 

Ports & Maritime industry. 

Vahle is the fi rst company 

worldwide to develop an 

automated entry system 

in container alleys without 

the need for additional 

manual connection to the 

conductor bar. 

DNV | Long active in the 

cruise industry in North 

America, DNV is to open a 

new facility in Miami, Florida. 

The Global Cruise Centre 

will enable DNV to respond 

more quickly to local customer 

demand and serve as 

a hub for a network of DNV 

cruise ship service centres 

around the world. 

Oceanology International 

2010 | The global forum 

for the ocean science and 

marine technology community 

saw record-breaking 

attendance when it was 

held at London’s ExCeL. 

Over the three days 6,921 

people from 75 countries 

attended Oceanology International 

(a 4% increase 

compared to 2008). 

KVH | The mini-VSAT Broadband 

satellite communications 

service has received 

operating authority that enables 

coverage of the Indian 

Ocean region. This is the 

latest step in the joint effort 

by KVH and ViaSat to offer 

seamless global broadband 

connectivity for vessels and 

aircraft, and the service in 

the Indian Ocean region is 

expected to be available in 

April 2010 via the JSCAT-85 

satellite. 

LR | Lloyd’s Register has 

updated its Ballast Water 

Treatment Technology 

guide. This third guide to 

Ballast Water Treatment 

Technology is the latest 

version providing independent 

and impartial information 

on commercially 

available and developing 

technologies for ballast 

water treatment. 


1 st Large Engine 

Symposium 

Congress | With respect to the 

introduction of IMO Tier 3 limits 

in 2016 in combination with 

regulations regarding SO X emissions 

new approaches have to be 

applied to marine diesel engines 

and their periphery. 

Against this background the 1 st 

Large Engine Symposium of Rostock 

will be held September 16 th - 

17 th 2010, organized by the Chair 

of Piston Machines and Internal 

Combustion Engines of Rostock 

University and Haus der Technik 

e.V. Essen. Objective is the 

presentation of research and development 

results on emission 

reduction technologies as well 

as discussing the changes in the 

boundary conditions for ship 

owners and yards. The conference 

is targeting R&D experts from 

marine engine industry, ship 

owners, shipbuilding industry, 

public authorities and experts 

from the fuel/oil business. More 

information: www.LKV-Rostock.de 

Posidonia 2010 

Trade fair | Traditional and 

emerging maritime markets 

from Asia look to set their grip 

on world shipping through an 

all-time record participation 

at Posidonia 2010 in Greece. 

To be held for the 22nd time 

this year, the organizers of the 

biannual event expect around 

20,000 trade visitors and 1,800 

exhibitors from 86 countries 

European service hub 

Austal | Henderson based shipbuilding 

company Austal intends 

to expand its European 

service presence with the establishment 

of a maintenance 

hub on the Strait of Gibraltar. 

Based in Southern Spain and 

Northern Morocco, the new 

operations will support the extensive 

fl eet of Austal and non- 

Austal high speed craft currently 

operating on the Strait 

of Gibraltar. 

Austal Service has extensive 

experience in contract maintenance, 

general refi t and repair, 

spare parts, consultancy, ship 

management support services, 

and crew familiarisation training. 

The new operations will support 

the ports of Algeciras and 

Tarifa in Spain as well as Tanger 

Ville and Tanger Med in 

Morocco. It will be staffed by 

members of Austal’s existing 

maintenance team as well as 

local personnel. 

Organizers have seen an increase of 12% in exhibitor space 

compared to 2008 

between the 7th and the 11th 

of June. 

Amongst those, the Far East presence 

at Posidonia 2010 shows 

an increase of 45 % compared 

to the last event in 2008, bringing 

the total fl oor space of Asian 

participants up to 3,166 sqm. 

Another highlight of Posidonia 

2010 is said to be the signifi - 

cant presence of the petroleum 

The announcement follows 

last month’s contract for the 

maintenance of seven large 

high speed craft with Oman’s 

National Ferries Company. 

Austal recently established 

service hubs in Egypt and 

Oman, with a regional offi ce 

in the United Arab Emirates to 

open in coming months. 

High speed trimaran at 

shipyard service 

(Photo: Brian Nordine) 

products industry representing 

suppliers of oil, bunkering and 

lubricants, including Avin Oil, 

Castrol Marine, Petrobras and 

Chevron Global Marine Products. 

Visitors and exhibitors can also 

attend the week-long Posidonia 

sports festival which this year 

will see the 5th anniversary edition 

of the Lloyds Register-sponsored 

Posidonia Sailing Cup, 

the 2nd Posidonia Shipsoccer 

Tournament sponsored by Castrol 

Marine and the inaugural 

Golfplay Tournament. 

Posidonia 2010 is sponsored 

by the Ministry of Economy, 

Competitiveness and Shipping, 

the Municipality of Piraeus, 

the Hellenic Chamber of Shipping, 

the Union of Greek Shipowners, 

the Greek Shipping 

Co-operation Committee, the 

Hellenic Shortsea Shipowners 

Association, the Association of 

Greek Passenger Shipping Companies 

and the Union of Marine 

Enterprises.

The Seven Pacifi c being launched at IHC Merwede, Krimpen aan den IJssel, The Netherlands 

Pipelaying vessel for Subsea 

IHC MERWEDE | Subsea owned 

Seven Pacifi c has recently 

been named and launched at 

Krimpen aan den IJssel, The 

Netherlands. The Seven Pacifi c 

is a pipelaying and construction 

ice-class vessel, which is 

Small evacuation chute 

for ferries 

VIKING | Aimed at small and 

medium-sized (doubled-ended) 

ferries sailing in protected 

waters, Viking Life Saving 

Equipment A/S launches the 

Viking MiniChute system, 

which is a lightweight, compact 

solution that can be installed 

almost anywhere on 

deck. Each container features 

two 153-person open liferafts 

that come ready-installed on 

the chute, enabling the entire 

system to be remotely released 

by one crew member. 

The new Viking MiniChute 

system being demonstrated 

suitable for unrestricted operation 

worldwide. It is capable 

of installing fl exible pipes 

and umbilicals in water up to 

3,000m deep. 

The construction work has 

been carried out at the IHC 

The new MiniChute has a 

reach of 4.2 to 14.5 meter and 

is based on the design of the 

full-size Viking Evacuation 

Chute and is claimed to be 

very fast evacuating 306 people 

within 17 minutes and 40 

seconds (High Speed Craft). 

The new system is neutral at 

10° trim and 20°list conditions, 

and features high-specifi 

cation electrical bowsing 

winches. 

On ferries, the number of 

crew members required to operate 

equipment is an important 

consideration, as there 

may be limited personnel on 

board. A simple slip hook 

pull releases and operates 

the Viking evacuation system, 

freeing up crew to assist evacuation 

fl ow elsewhere. One 

winch creates the right pull in 

the right places to ensure the 

liferaft is swiftly, safely and 

easily pulled into place ready 

to receive passengers. 

Merwede Offshore & Marine 

division’s facilities at Krimpen 

aan den IJssel. The fi nished 

vessel is scheduled for delivery 

in the fourth quarter of this 

year. This is the fourth vessel 

contracted by Subsea 7 to the 

IHC Merwede Offshore & Marine 

division, the others being: 

the Seven Oceans (pipelaying); 

the Seven Seas (pipelaying and 

construction); and the Seven 

Atlantic (dive support). 

The vessel’s pipelaying equipment 

has a tension capacity of 

260 tonnes and a 2,500-tonne 

storage capacity for fl exible 

pipe on the underdeck carousels. 

It also has a built-in deepwater 

dual 3,000 metre-rated 

work-class ROV spread and a 

comprehensive survey system. 

A large deck area of 1,700m 2 

has been incorporated into 

the Seven Pacifi c for equipment 

and reel storage. The ship has a 

6.6 kV integrated electric power 

generation system and is propelled 

by triple electric motordriven 

azimuth thrusters with 

fi xed pitch propellers in nozzles 

at the stern. One retractable 

azimuth thruster and two 

transverse thrusters have also 

been installed to the fore. The 

133m long and 24m wide vessel 

has got a draught of 6.5m. 


SHIPBUILDING & EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY 

Dual-fuel engine using LPG 

MAN B&W ME-GI With the new gas code, the use of LPG (propane and butane) as a fuel 

for ship propulsion has now come one step closer, and MAN Diesel & Turbo is ready with 

an appropriate engine design 

Kjeld Aabo 

LPG has been used as a 

fuel in the car industry 

for many years, and now, 

with the dual-fuel ME-GI engine, 

it can also be used to propel 

ships. The general discus- 

LPG injection valve 

sion of, and growing interest 

in, lowering CO 2 , NOx, SOx, 

and particulate emissions have 

increased operators’ and ship 

owners’ interest in investigating 

future fuel alternatives. 

LPG vs LNG 

Using LPG as fuel source on 

the two-stroke ME-GI offers 

the same emission benefi ts as 

10 Ship & Offshore | 2010 | No 10 Ship & Offshore | 2010 | N 3 o 3 

with LNG, where emissions 

can be reduced signifi cantly 

compared with MDO. There 

are accordingly very good environmental 

reasons for using 

this fuel in coastal areas and 

on inland waterways. The GI 

system can also be applied to 

the small-bore ME-B engines 

that suit smaller tankers, carriers, 

container vessels and roro 

vessels. 

Because of the general need to 

reduce CO 2 emissions, it has 

already been seen in some regions, 

especially the Mediterranean, 

that a lot of traffi c is 

being moved from the highway 

to sea routes. This trend is 

expected to continue because 

sea transportation has proved 

to be less CO 2 -polluting than 

trucks and trains. This CO 2 

benefi t can be further improved 

by using gas as a fuel. 

Many ship owners have realised 

that the next fi ve to six 

years will most likely show an 

overcapacity in the LNG carrier 

fl eet and in LNG production. 

Obviously, this generates 

interest in using LNG and 

LPG as a fuel aboard ships as 

gas is expected to be cheaper 

than other types of fuels for a 

signifi cant period of time – a 

price difference that becomes 

even greater when compared 

to other types of low-sulphur 

fuels. 

Few doubt the prediction that 

LNG will become the fuel of 

the future. However, establishing 

LNG bunkering facilities, 

comprising small-size LNG 

terminals and a network of 

LNG supply ships, is costly 

and time-consuming and, furthermore, 

also subject to safety 

concerns and broad public 

debate. 

Currently, only a few countries 

have an LNG network in place 

to support the general use of 

gas as a marine fuel, for example 

Norway. However, unless 

an unrealistic price for LNG is 

set, its widespread use is not 

just around the corner. 

LPG as alternative 

Establishing an LPG supply 

network is far easier because 

LPG terminals are less costly 

and not such a big safety concern, 

simply because LPG has 

been around for a long time. 

As such, older LPG carriers 

could be brought into use to 

function as bunkering sta- 

tions. These all have onboard 

reliquefaction plants, which 

are less expensive to run compared 

to LNG reliquefaction 

systems. Furthermore, shipto-ship 

loading of LPG is uncomplicated 

and is a realistic 

prospect for bunkering LPG 

from an LPG carrier. Some 

MAN Diesel & Turbo gensets 

already run on LPG aboard 

LPG carriers. 

The technology behind the 

dual-fuel, two-stroke, MAN 

B&W ME-GI engine requires a 

gas-supply pressure of 550 bar 

and a temperature of 45°C. 

At this temperature and pressure, 

LPG is found in liquid 

state and different fuel-supply 

solutions are available for 

generating this pressure for 

the liquid. Hence, powered by 

LPG, the ME-GI engine uses 

liquid gas for injection, as opposed 

to an ME-GI engine using 

LNG where the methane is 

injected in gaseous form. All 

the way from tank to engine, 

LPG remains in liquid phase 

and non-cryogenic pumps can 

be used to generate the pressure. 

These pumps are standard 

equipment in the LPG 

industry, where quite a large 

number of suppliers operate. 

One safety concern with LPG 

is that, in gaseous form and 

unlike methane, both propane 

and butane are heavier than 

air and accordingly don’t disperse 

but, rather, drop down 

and pool if leaked. 

The ME-GI engine and LPG 

During the last few years, the 

ME-GI engine has mainly 

been considered for LNG carriers, 

but recent fl uctuations in 

energy prices and ever-tighter 

emission requirements have 

increased interest in using gas 

as an alternative fuel. In this

context, LPG as a fuel aboard 

LPG carriers and merchant 

ships is a defi nite possibility. 

The high-pressure, gas-injection 

system used by the ME-GI 

engine has the advantage of 

being insensitive to gas composition 

and variations in gas 

composition. It is well known 

that the engine can burn lean 

gas as well as gas containing 

higher hydrocarbons. LPG 

normally consists of higher 

hydrocarbons like propane 

and butane, and these can 

therefore be used as fuel without 

changing the engine’s performance 

in terms of speed, 

thermal effi ciency and power 

output, while maintaining 

the same rating as for fuel-oil 

burning engines. 

In the near future, worldwide 

production of LNG from gas 

wells is expected to increase 

rapidly since natural gas is being 

positioned as the energy 

source of the future in many 

parts of the world. LPG is a 

by-product of LNG production 

and the LPG production 

volume will inevitably grow 

much larger than today. This 

will lead to lower LPG prices 

as the LPG market is more or 

less constant. Therefore, in the 

future, the price of LPG fuel 

will be more competitive than 

today, paving the way for its 

adoption aboard ships. 

The basic ME and ME-B engine 

series apply to the ME- 

GI operating on LPG as well, 

and the new components and 

auxiliaries remain unchanged 

in scope when compared with 

the ME-GI engine type designed 

for NG (natural gas). 

Some design changes to auxiliaries 

and components are 

of course necessary, since the 

density of LPG in liquid form 

is higher than the density of 

NG as a gas. As a result, GI/ 

LPG components can be designed 

much smaller but, simultaneously, 

the LPG needs 

to be pressurised to 550 bar 

compared with 250-300 bar 

for NG. This higher pressure is 

necessary to achieve a full atomisation 

of the liquid when 

leaving the nozzles of the injection 

valves. In comparison, 

HFO, which has a slightly 

higher density, requires an 

injection pressure of 600- 

800 bar. 

In 1998, the MAN B&W research 

engine, 4T50MX, was 

converted to LPG operation 

and a type-approval test suc- 

cessfully completed the same 

year. Six of the major classifi - 

cation societies witnessed the 

demonstration of the gas-safety 

system and approved the 

GI system. Current IMO rules 

do not allow the use of LPG 

aboard ships, however, this 

is shortly expected to change. 

MAN Diesel & Turbo recommends 

that owners apply for 

approval from the fl ag state for 

LPG operation on the ME-GI 

engine. This is the procedure 

Fuel type modes for the ME-GI engines operating LPG 

that was followed when the 

shuttle tanker Navion Viking 

was retrofi tted and approved 

for operation on VOC (Volatile 

Organic Compounds). VOC is 

a gas that is released during 

crude-oil transportation. On 

some tankers, this VOC is col- 

lected and processed into an 

LPG-like gas. 

The future 

Two-stroke engine technology 

is the most widely used and 

state-of-the-art solution for 

the optimal use of fuel when 

burning HFO and gas. The 

technology selected for the 

two-stroke solutions, such as 

high-pressure LPG pumps and 

type C tanks for storing of the 

LPG, is well proven. 

The ME-GI control and safety 

system is based on the experience 

garnered from working 

gas plants, including an MAN 

B&W 12K80MC-GI-S engine 

in Japan, followed by the development 

of the VOC engine 

in the late nineties. Classifi cation 

societies have contributed 

to the development and, 

furthermore, after a successful 

test, issued an approval for an 

MC-GI engine operating on 

an LPG/VOC mixture back in 

1998. Today’s two-stroke diesel 

engine is superior in fuel effi - 

ciency and especially in regard 

to total operating economy to 

older two-stroke technology. 

Introducing LPG as fuel on the 

dual-fuel GI system gains quite 

substantial emission benefi 

ts, especially with regard to 

SOx, CO 2 , particulate matter, 

and NOx emissions. Furthermore, 

NOx emissions are signifi 

cantly reduced when LPG 

operation is combined with 

either an SCR or EGR system. 

Operation on LPG seems also 

to solve the logistics problems 

that LNG has at this time since 

LPG in principle is widely accessible. 

Nor is cryogenic technology 

required, which makes 

the LPG auxiliary systems less 

expensive than LNG. The imminent, 

increased production 

of LNG will also stimulate 

and signifi cantly increase LPG 

production, which is expected 

to affect the price of LPG and 

make it competitive with MDO 

and MGO fuels in the future. 

The author: 

Kjeld Aabo, 

Director of Customer 

Support, Low-Speed MAN 

Diesel & Turbo SE, 

Copenhagen, Denmark 



Optimizing cylinder oil consumption 

CYLINDER LUBRICATION | 

Hans Jensen Lubricators has 

recently developed the HJ 

Mechtronic cylinder lubrication 

system following an increasing 

demand from ship 

owners and operators for a 

A lubricator fi tted with the 

Mechtronic fl ow regulator 

more fl exible way of adjusting 

and optimizing the cylinder 

oil consumption on two-stroke 

diesel engines. As the original 

Hans Jensen lubricator is the 

only system that is able to lubricate 

as a function of engine 

speed, savings in oil consumption 

are obtained at the same 

time. The equipment for the HJ 

Mechtronic system consists of 

the original Hans Jensen mechanical 

lubricator box and an 

oil fl ow regulator unit with a 

solenoid valve for each lubrication 

point. The fl ow regulator 

is built onto the original lubricator 

box pump unit. An external 

electronic feed rate control 

system is then used to calculate 

the necessary oil fl ow. This 

setup means that no modifi cation 

of the main engine itself 

has to be made. Furthermore, 

the HJ Mechtronic system can 

be installed without any disturbances 

in the vessel’s normal 

operation. 

The new control system by 

Hans Jensen Lubricators consists 

of a number of local fl ow 

controllers, normally one for 

each two lubricators, a main 

fl ow controller with a computer 

interface, as well as the 


necessary alarm functions and 

pick-up’s. For safety reasons, 

there is a built-in redundancy 

in all electronic key functions 

in the Mechtronic fl ow control 

system. The HJ Mechtronic cylinder 

oil fl ow control system 

makes it possible to control 

and regulate the cylinder oil 

feed rate in all the normally 

required modes of operations, 

such as RPM, MEP or KWH/ 

BHP, and for centralized adjustment 

of the feed rate for the 

whole engine. 

In case of running in of piston 

rings and cylinder liner or of 

individual units, the running in 

feed rate settings must be done 

by adjusting the pump stroke 

length on the corresponding 

lubricator box. 

The fl ow regulator unit, which is 

built onto the lubricator pump 

unit, has a solenoid valve for 

each lubricator point. The purpose 

of the solenoid valves is 

to activate or deactivate the oil 

fl ow to the cylinder lubrication 

points. When activated, the 

oil from the pump outlets is 

returned to the lubricator box 

and the corresponding lubrication 

point is thereby by-passed. 

Mechtronic control system lay out 

The signal for activation or deactivation 

of the solenoid valve 

is given from the HJ Mechtronic 

control system according to 

the chosen mode of operation. 

The necessary signals enabling 

the HJ Mechtronic control system 

to calculate the cylinder 

oil feed rate according to the 

chosen mode of operation are 

the engine load index, which is 

taken from a main engine load 

index transmitter fi tted onto 

the fuel regulating shaft, and 

the engine RPM, which is taken 

from a RPM pick-up fi tted onto 

the common drive shaft for the 

lubricators. All other necessary 

parameters for the feed rate 

calculations are programmed 

into the cylinder oil fl ow controllers. 

The control of the feed rate in 

the different modes is done in 

the following way: 

� 

In all modes: When operat- 

ing at the main engine’s normal 

full rating, there is oil fl ow to 

all cylinder lubrication points. 

All solenoid valves in the fl ow 

regulator are thus deactivated. 

� 

In “RPM mode”: There will 

be oil fl ow to the all lubrication 

points at all loads. 

� In “MEP Mode”,“KWH/ 

BHP Mode” or “Reduced Load 

Mode”: One or more of the 

solenoid valve(s) will be activated 

resulting in the fact that 

the corresponding lubrication 

point(s) are being bypassed. 

The activation of the solenoid 

valve(s) will take place in a 

rotating order for each engine 

revolution. 

In case of power or electronic 

failure in the HJ Mechtronic 

control system, the lubricators 

will all be in normal “RPM 

Mode” resulting in all solenoid 

valves in the fl ow regulator being 

deactivated. Accordingly, 

the HJ Mechtronic system is a 

combination of the original 

reliable mechanical lubricator 

box fi tted with a fl ow regulator, 

which is controlled by a simple 

electronic control system. This 

combination gives the possibility 

of a variable cylinder oil 

quantity control, a centralized 

cylinder oil feed rate adjustment, 

as well as all other normal 

required modes of feed 

rate regulation. 

H. H. Petersen, Hans Jensen 

Lubricators A/S, Hadsund, 

Denmark

Cutting diesel 

engine emissions 

WÄRTSILÄ / ABB | An application 

of two-stage turbocharging 

technology on Wärtsilä 

diesel engines has been 

developed through close cooperation 

between Wärtsilä 

and ABB Turbo Systems. This 

is said to offer signifi cant advantages 

in fuel consumption 

and engine emissions. In this 

programme, Wärtsilä is focusing 

on developing advanced 

engine technology, while ABB 

Turbo Systems is delivering the 

turbocharging technology with 

defi ned performance in terms 

of airfl ow, pressure ratios and 

effi ciency. 

In the new engine design, two 

turbochargers are arranged in 

series to generate increased air 

pressure, airfl ow and a superior 

turbocharging effect. This 

results in an effi ciency rating 

of up to 76%, which is notably 

high. The increased air pressure, 

combined with the advanced 

engine technology, improves 

the engine output and 

power density by up to 10%. At 

the same time, both fuel con- 

sumption and CO 2 emissions 

are reduced. 

Further emissions reduction 

can be achieved with additional 

engine systems or by the use 

of exhaust gas after-treatment. 

A precise combination of fuel 

consumption levels and reductions 

in CO 2 and NOx emissions 

can be selected through 

detailed systems confi guration. 

Intelligent engine control allows 

optimum operation of 

the advanced engine design 

over the whole load range, and 

a signifi cant reduction in NOx 

emissions can be reached. 

The signifi cant reductions in 

fuel consumption and emissions 

are the result of joint testing 

of the 2-stage turbocharging 

system on the Wärtsilä engine. 

The tests have taken place at 

Wärtsilä’s test facility in Vaasa, 

Finland, and the targets for the 

development programme have 

been successfully met. Wärtsilä 

and ABB Turbo Systems are 

planning to initiate a major pilot 

project with a customer in 

the near future. 

Illustration of two-stage turbocharger on a Wärtsilä 32 engine 

Driveline and Chassis Technology


The solar powered catamaran PlanetSolar 

The world’s largest solar 

powered ship 

PLANETSOLAR | The largest ship powered 

by solar energy in the world, PlanetSolar, will 

set sail on a world cruise of approximately 

27,000 nm, with the aim of promoting solar 

energy and the use of environmentallyconscious 

alternative fuel for sailing. 

PlanetSolar is a high-tech 85-ton, 31-metre 

long and 15-metre wide catamaran, which is 

covered by 537 m² of solar panels. The futuristic-looking 

ship is powered by two 10 kW 

electric motors. On board it has the world’s 

largest lithium-ion battery, with a power 

storage capacity of 2,910 Ah and a weight 

of 11 tons. In total, PlanetSolar can travel 

540 nm without sunlight. PlanetSolar has a 

top speed of 14 knots and can house around 

40 guests. It produces zero environmental 

pollution and the ship moves noiselessly. 

The Knierim Shipyard together with HDW 

constructed the ship in Kiel, Germany. 

PlanetSolar is an initiative of Swiss national 

Raphaël Domjan, president and skipper of 

MOL develops diesel particulate fi lter 

EMISSIONS | Mitsui O.S.K. Lines, Ltd. 

(MOL) announced the joint development 

with Akasaka Diesels Limited of a diesel 

particulate fi lter (DPF) for vessels using 

marine heavy fuel oil. 

Tests showed that the device removed more 

than 80% of particulate matter (PM) from 

diesel emissions. In the test, a DPF was 

installed on the main engine of an MOL 

Group-operated coastal ferry, the Sunfl ower 

Kogane. This test marked the fi rst successful 

use of a self-regenerating DPF on a large 


the ship. Jean Verne, the great-grandson of 

Jules Verne is one of the project’s ‘godfathers’. 

This is the fi rst ship to undertake a 

cruise around the world powered entirely by 

solar energy. The 27,000 nm journey is expected 

to take 140 days at an average speed 

of 8 knots. The planned route is via the Atlantic 

Ocean, through the Panama Canal, 

across the Pacifi c and Indian Oceans, and 

home via the Suez Canal and the Mediterranean 

Sea. ‘Energy Consciousness Stops’ 

will be made amongst others in New York, 

San Francisco, Darwin, Hong Kong, Singapore, 

Abu Dhabi and Marseilles. 

Imtech is acting as technology partner 

on PlanetSolar and is responsible for the 

project management, engineering, implementation 

and commissioning of the 

high-tech energy distribution system, the 

technology that provides for charging the 

lithium-ion battery, the alarm & monitoring 

system and the cable system. 

vessel using marine heavy fuel oil. The 

Sunfl ower Kogane (9,710 gt, main engine: 

9,267kw) is operated by The Diamond Ferry 

Co., Ltd., an MOL Group company. 

The DPF includes fi lters made of silicon 

carbide ceramic fi bers, which remove PM 

from the exhaust. An internal heating system 

automatically burns off accumulated 

PM in the fi lter to eliminate clogging. This 

eliminates the necessity for cleaning by seafarers 

and allows the fi lter to be used continuously. 

Diesel-electric 

propulsion 

RIVER CRUISER | The Viking Legend is 

the fi rst river cruise vessel that is equipped 

with an integrated propulsion and network 

system, based solely on inverter-driven 

asynchronous generators and propulsion 

motors. The system uses Vacon’s variablespeed 

AC drives and asynchronous generators 

and motors by AEM in Germany. The 

integrated diesel-electric network and propulsion 

system was developed and delivered 

by German-based e-powered marine 

solutions GmbH & Co. KG (e-ms). 

The main propulsion system consists of 

four electrically-driven Schottel rudder 

propellers. The required electrical power 

for propulsion system and ship’s network 

is provided by three diesel generator-sets. 

These are dimensioned in a way 

(2 x 1,000 kW, 1 x 560kW) that suffi cient 

power for the network and propulsion 

drives of the Viking Legend will mostly 

be provided by two diesel generator-sets 

only. However, reliable operation of the 

vessel with only one diesel generator-set 

is also possible. 

The global AC drives manufacturer Vacon 

has delivered AC drives to Viking Legend, 

the world’s fi rst river cruise vessel featuring 

a diesel-electric propulsion system. 

The diesel-electric propulsion system of 

the vessel facilitates the manoeuvrability 

of the 135-meter-vessel on narrow rivers. It 

is estimated that the vessel achieves a 20% 

boost in fuel effi ciency in comparison to 

any other river cruising vessel in the region. 

The ship also provides a quieter ride 

for guests by using four smaller propellers 

instead of two large propellers. Moreover, 

both engine rooms have been insulated to 

further reduce noise and vibration. 

Installation of the new DPF will potentially 

reduce soot emissions from vessels on 

ocean cargo routes as well as those entering 

and leaving ports and operating their 

engines while at berth, thus helping curtail 

possible effects of exhaust emissions. 

Following the success of the experiment, 

MOL and Akasaka Diesels will further upgrade 

the DPF to ready the device for practical 

installation on diesel main engines and 

auxiliary engines of large-scale ocean-going 

vessels.

Nozzles specifi c to 

performance requirements 

BERG PROPULSION | A new range of 

nozzles, aimed at optimising propeller effi 

ciency and the fl exibility of single screw 

vessels in different applications, is set to 

be launched by Berg Propulsion, following 

extensive computational fl uid dynamics 

modelling. 

The new Berg Effi ciency Nozzle (BEN) 

will be available in diameter sizes of 1m 

– 6m, and in two versions – in the shape 

of High Speed and Heavy Duty models. 

According to Berg, ship owners will now 

be able to select nozzle attributes that are 

entirely specifi c to their vessel performance 

requirements. 

The High Speed unit (BEN – HS) has been 

developed for applications where fl exibility 

over vessel speed is critical. It is characterised 

by its slender profi le, when compared 

to a standard ‘19A’ nozzle, for example. 

CFD techniques have been used to maximise 

effi ciency in terms of the interaction 

with the diffuser, in order to produce more 

thrust for higher speed operations. The 

BEN – HS nozzle can also be used when 

a vessel requires a combination of high 

speed operation and high bollard pull. 

For slow-steaming, the BEN-HS nozzle, together 

with optimised blades, is designed 

to maintain high propulsive effi ciency 

over the full speed interval. The effectiveness 

of the unit is increased under heavier 

wind and wave conditions, where it needs 

to work harder to maintain speed, because 

the infl uence of the nozzle becomes greater, 

with higher propeller loading. 

The BEN – HS nozzle can be used for both 

newbuildings, where the vessel requires 

fl exibility in “full speed - slow steaming” 

as well as in “high speed – bollard pull” 

operations, but can also be retrofi tted to 

The new Berg Effi ciency Nozzle 

vessels being converted for lower speed 

operations. It can be interchanged with 

older nozzles of any profi le. The Heavy 

Duty unit (BEN – HD), which can also be 

applied to newbuildings or retrofi tted, has 

been developed for applications where the 

aim is maximum bollard pull. Here, again, 

CFD techniques have been used to optimise 

the dimensions of the nozzle, in this case to 

maximise pulling force. 

Both the HD and the HS versions of the 

BEN have also been optimised for installation 

with the Berg Controllable Pitch 

(BCP) hub and to fi t the design of the 

gear housing in the Berg Azimuth Thruster 

(BAT), although Berg points out that the 

unit can also be retrofi tted to other hub 

and thruster designs. 

Promas Lite for 

Carnival Glory 

ROLLS-ROYCE | Carnival Cruise Lines has 

selected the Rolls-Royce propulsion system 

Promas Lite, combining propeller and rudder, 

for their cruise vessel Carnival Glory. A 

close cooperation between Carnival Cruise 

Lines and Rolls-Royce Marine Services resulted 

in a Promas Lite design tailor made 

to fi t the actual operational profi le of the 

Carnival Glory. 

The new twin 5.8m propulsion system 

has been installed during the ships regular 

dry docking at Grand Bahama Shipyard in 

February 2010. The new propeller-rudder 

system replaces the old fi ve bladed monoblock 

propellers with four bladed Rolls- 

Royce propellers with bolted blades, hub 

caps and rudder bulbs, optimized to suit 

the actual operational profi le that utilizes 

lower speed than the vessel originally 

was built for. Full-scale testing on Carnival 

Glory as well as Carnival Freedom was 

performed before and after installation of 

the new Promas Lite propeller system. The 

preliminary analysis of speed/power trials 

measurements indicates an increased propulsive 

effi ciency by 11-13%, reducing fuel 

consumption and emission accordingly. 

Re-equipped: Carnival Glory 


SHIPBUILDING & EQUIPMENT | CRUISE & FERRIES 

The Norwegian Epic offers accommodation for 4,200 passengers 

Norwegian Epic powered by 

innovative propulsion system 

INDUCTION MOTORS | Built 

at STX Europe Saint-Nazaire 

(France), Norwegian Cruise 

Line’s (NCL) new 150,000 gt 

cruise vessel Norwegian Epic implements 

an innovative high 

power propulsion system with 

induction motors fed by PWM 

converters. France-based Converteam 

has supplied the electric 

propulsion solution, which 

is driven by six diesel engines 

from MaK-Caterpillar (12M43C) 

providing 80.4 MW in total. The 

system is based on high-torque 

density induction motors and 

PWM MV7000 converters. The 

ship is powered by two shaftlines, 

directly driven by two 24MW 

slow-speed induction motors, 

at 130 rpm. The order also includes 

six generators with a total 

power of 80 MW, to be supplied 

by Converteam Ltd (UK), and 

six electric motors for thrusters 

with a total power of 15 MW, to 

be manufactured at Converteam 

Motors’ Nancy plant (France). 

The induction motor rotor has no 

components, such as insulated 

windings, exciter, rotating diodes 

or permanent magnets but has 

copper bars short-circuited by 

rings instead. Furthermore, the 

induction motor has a reduced 


acoustic noise and vibration 

level and its simplicity decreases 

maintenance time and cost. Converteam 

has designed the dedicated 

marine HTD (High Torque 

Density) induction motor with 

an optimised cooling, a large air 

gap and a low resistive rotor cage 

to decrease rotor losses and a low 

frequency machine with dedicated 

number of poles. 

Converter and controller 

The PWM MV7000 converter 

allows electrical energy to be 

converted from a given level of 

voltage/current/frequency to 

another one by using the presspack 

Insulated Gate Bipolar 

Transistors (IGBT) as high level 

switching components. 

The ability to adjust, automatically 

as well as during operation, 

both PWM patterns and 

frequency allows the control 

to keep the drive output active 

power constant regardless of the 

motor power factor variation. 

Thus, no converter over-sizing is 

required, linked to motor power 

factor design. The press-pack 

IGBT technology enhances the 

converter effi ciency and availability. 

It features safest components 

(due to their intrinsic ca- 

pacity to limit any over-currents) 

and a high switching frequency 

capability (allowing low output 

harmonic currents). 

Efficiency 

The main benefi t of such an inverter 

arrangement is the low 

level of current harmonics, 

which results in the following 

advantages: 

� Reduced motor losses 

� AC supply harmonic level 

reduction 

� 

Power factor optimisation, 

close to 1 over the whole 

speed range (> 0.96). 

Consequently, the propulsion 

plant effi ciency is high (around 

94%) and harmonic fi lters do 

not need to be compliant with 

the maximum Total Harmonic 

Distortion (THD) allowed by 

the classifi cation societies. In addition, 

the size of the generators 

is reduced (power factor up to 

0.9). 

Redundancy 

The propulsion motor supply 

chain is fully redundant with a 

master/slave selection. In case 

of failure, the PWM MV7000 

converter arrangement offers 

the possibility to automatically 

operate with “half converter” at 

reduced torque. Due to the harmonic 

free PWM power supply, 

which avoids torque pulsation, 

the marine HTD induction motor 

is designed with a single stator 

winding. 

This arrangement provides the 

same level of redundancy as a 

conventional dual winding synchronous 

motor, but increases 

its availability when operating 

in half converter mode (higher 

torque is available due to higher 

current capability). 

The slow-speed induction motor 

by Converteam

The clean solution 


SHIPBUILDING & EQUIPMENT | SHIP’S PAINT & SURFACE COATING TECHNOLOGY 

”Multiple benefi ts” of biocidefree 

underwater hull protection 

Extensive tests with underwater cleaning equipment were 

carried out during the project 

ECOSPEED | The EU Life demonstration 

project ECOTEC-STC 

was recently concluded. Over a 

3.5 year period the objective of 

this project was to evaluate the 

environmental and economical 

benefi ts of Ecospeed as a biocide-free 

durable hull protection 

and antifouling system. 

The project was divided into 

several project tasks, which 

were all carried out under the 

supervision and organization 

of Hydrex NV. The experimental 

fi ndings of the ECOTEC-STC 

project were then brought together 

to estimate the economical 

and environmental impact 

of Ecospeed in comparison to a 

foul release and a copper-based 

spc scheme. The total economical 

impact was compared on 

several aspects including the 

application costs and increased 

fuel costs. It was then estimated 

for a 1000-TEU container vessel 

which was to have its Ecospeed 

coating regularly treated. 

There may be a higher initial 

cost to use and apply Ecospeed. 

When taken over a period of ten 

years, which is the warranty period 

for Ecospeed, the fi nal cost 

is still claimed to be much lower 

as Ecospeed will only require 

minor touch ups whereas an spc 

or a foul release will require reapplication 

at regular intervals. 

Increased fuel costs are due to 

the added resistance character- 


istics of each coating system. 

Towing tank experiments have 

allowed to estimate the inherent 

added drag levels and the rate of 

increase over time is estimated 

roughly from data available in 

literature. Ecospeed’s decreased 

resistance is higher than for other 

coatings as regular underwater 

treatment is used preventatively 

to keep added drag caused by 

marine fouling under control. 

Moreover, at the same time, it 

will improve its surface texture 

and hence increase its hydrodynamic 

effi ciency. As a result, by 

adjusting the treatment interval, 

the increased fuel costs are minimized 

to signifi cantly lower 

levels than would be the case for 

an spc or foul release. 

When all the costs aspects are 

taken together, it is estimated 

that the overall economical impact 

of Ecospeed is about half of 

an spc and about 3/4 of a foul 

release for a 1000-TEU container 

vessel over ten years. 

The project ECOTEC-STC has 

shown that Ecospeed as a Surface 

Treated Coating is a valuable 

alternative technology to 

the biocidal copper based antifoulings 

that are currently on 

the market. From the project 

tasks that were carried out, it 

has been demonstrated that 

Ecospeed exhibits the following 

environmental and economical 

benefi ts: 

� There is no need for full reapplication 

in drydock. After supervised 

application, Ecospeed 

comes with a guaranteed lifetime 

of ten years and an expected 

lifetime of 25 years. 

� Ecospeed has low VOC (Volatile 

Organic Compounds) contents 

and in comparison with 

foul release coatings or copperbased 

antifoulings, far fewer 

VOCs are emitted with each application. 

� Effl uent analysis has shown 

that Ecospeed is 100% free of 

biocides and therefore environmentally 

safe. 

� Regular underwater treatment 

of Ecospeed is put forward 

as a Best Available Technology 

to minimize the risk of transferring 

non-indigenous marine 

species (NIS). 

� Advanced maintenance tools 

have been developed to clean 

and condition simultaneously. 

� The analysis of the roughness 

characteristics has demonstrated 

an optimization of 

surface characteristics by underwater 

treatment. 

� Towing tank experiments 

have shown that conditioned 

Ecospeed exhibits nearly 2% 

less drag than a newly applied 

copper-based spc. 

The collection of fuel consumption 

data is being continued 

in order to further demonstrate 

that the surface texture of 

Ecospeed keeps improving with 

each underwater treatment of 

combined cleaning and conditioning 

and therefore contrary 

to traditional coatings, ship performance 

keeps improving all 

through the service life of the 

vessel. 

Another important outcome of 

the project was the submission 

of the experimental results to 

port authorities and environmental 

agencies worldwide in 

order to allow the underwater 

treatment of Ecospeed. Several 

ports and countries have 

banned underwater cleaning 

out of concerns of pulsed release 

of biocides or an increased 

risk of transferring NIS. The 

experimental results and the 

derived criteria for environmentally 

safe underwater cleaning 

have already convinced several 

economically important ports 

to overturn the ban. 

The commercially signifi cant 

ports of Rotterdam, Antwerp, 

Copenhagen, Oslo and Barcelona, 

which maintained a ban on 

underwater cleaning, have all 

decided between mid 2009 and 

March 2010 to allow the underwater 

cleaning of hulls coated 

with Ecospeed. It is expected 

that the list will expand in the 

future. All these ports recognize 

the negative impact of biocidal 

paints and want to support environmentally 

safe solutions. 

Regular underwater treatment of Ecospeed is at the moment a 

Best Available Technology to minimize the risk of transferring 

non-indigenous marine species

Tie-coat Nexus X-Trend could 

save drydocking charges 

HEMPEL | A tie-coat designed 

specifi cally for fouling release 

coatings, Nexus X-Tend, makes 

maintenance and re-coating 

procedures more effi cient 

when a vessel with a fouling 

release coating comes into drydock. 

As a result, vessels spend 

a half-day to a full-day less in 

drydock. Hempel estimates 

this could save shipping companies 

up to $100,000 in dock 

rental fees, surface preparation 

time and vessel inactivity. 

Traditionally, vessels with silicone 

coatings undergo a multiphase 

maintenance procedure 

on touch-up and repair areas, 

which is a time-consuming 

process. With Nexus X-Tend, 

touching-up and repairing 

damaged areas can be carried 

out in fewer stages, saving shipping 

companies a signifi cant 

amount in drydock expenses. 

Nexus X-Tend comes at a convenient 

time for the shipping 

industry. A phone poll of 210 

shipowners carried out for 

Hempel by Lindberg International 

concludes that the fouling 

release market is growing. 

According to the poll, more 

shipping companies are using a 

mix of both fouling release and 

anti-fouling products for their 

fl eets – and the use of fouling 

release coatings, such as Hempasil 

X3, is expected to rise from 

less than 10% to more than 20% 

over the coming years. 

At the end of the coating’s service 

time, the vessel can get a 

fresh layer of Hempasil X3. 

Nexus X-Tend is designed to 

give shipowners fi ve more years 

of fuel savings from Hempasil 

X3, in one procedure. 

Sponsors: 

China Association of the National Shipbuilding Industry 

China Shipowners’ Association 

The Chinese Society of Naval Architects & Marine Engineers 

Dalian Municipal People’s Government 

Organizer: 

Dalian Xinghai Exhibitions Co., Ltd. 

Media Supporter: 

DVV Media Group GmbH 

With Nexus X-Tend, touching-up and repairing damaged areas 

can be carried out in fewer stages 

The Flagship Maritime Trade Fair in Northeast Asia. 

Shiptec China 2010 

26 - 28 October 2010, Dalian World Expo Center 

Dalian, Liaoning Province, China 

www.shiptec.com.cn 

Welcome to join us and take part in the growth of the Chinese 

shipbuilding in the northern region. 

Tel: +86-411-3991-6911 / 3991-6904 E-mail: shiptec.china@gmail.com 


SHIPBUILDING & EQUIPMENT | INDUSTRY NEWS 

Basic Approval to ballast 

water management system 

SIEMENS | The Maritime Environmental 

Protection Committee (MEPC) of the 

United Nations’ International Maritime 

Organization (IMO) has granted Siemens 

Basic Approval for its SiCURE ballast water 

management system. Basic Approval 

indicates that the process used in the 

SiCURE system is suitable with respect 

to the safety of the ship, its crew, and the 

environment. 

The introduction of Aquatic Invasive Species 

(AIS) via ships’ ballast water is an increasingly 

disastrous ecological issue. Numerous 

mechanical, physical and chemical 

treatments that may reduce such occurrences 

are presently being investigated. 

The 2004 International Convention for the 

Control and Management of Ships’ Ballast 

TALK TO US – 

OUR SERVICE IS YOUR SUCCESS! 

Water and Sediments is the major driving 

force for the development and adaptation 

of ballast water treatment systems. 

The SiCURE system combines physical 

separation with a proprietary process 

of on-demand treatment with biocides 

produced in-situ from seawater. SiCURE 

proprietary control logic regulates the 

system’s parameters to provide treatment 

effi cacy while minimizing any impact on 

the environment and the safety of the ship 

and its crew. As part of the IMO approval 

process, the SiCURE system successfully 

underwent freshwater testing. It is currently 

being saltwater tested, which will 

lead to Final Approval. The last approval 

stage, Type Approval, is expected to be 

given in 2011. 

Compact oil water separator 

ENSOLVE BIOSYSTEMS | The new 

PetroLiminator® 200M (PL 200M) Oil 

Water Separator System (OWS) of Raleigh 

based EnSolve Biosystems, Inc. has successfully 

completed and passed the MEPC 

107(49) certifi cation tests. 

The PL 200M is said to have a very small 

footprint, thus permitting installation on 

any class vessel including work boats, tugs, 

ferries and luxury yachts. EnSolve’s patented 

PetroLiminator system uses a combination 

of physical and biological means to 

treat oily bilge water. 

Like its PL 630M predecessor, the PL 200M 

OWS system incorporates microorganisms 

to consume hydrocarbon wastes in the 

ship’s bilge water, so treated bilge water 

can be safely and legally discharged overboard. 

It treats both pure and emulsifi ed 

oil, as well as detergents, degreasers and 

other chemicals in the water. 

This technology is claimed to generate 

minimal hazmats and produces no harmful 

by-products. No fl occulant or coagulant 

chemicals are used, substantially reducing 

sludge accumulation. 

It is stated to work totally unattended 24 

hours a day. A built-in fail-safe oil content 

monitor ensures that no accidental discharge 

can occur. 

Sewage treatment 

plant 

RWO | To fulfi l the new guidelines for Sewage 

Treatment plants set by the International 

Maritime Organization (IMO) Resolution 

MEPC 159(55) for all systems installed on 

or after January 1 st 2010, RWO has recently 

enhanced its Waste Water Treatment (WWT) 

system. Based on this experienced technology 

together with progress improvements, 

the WWT-LC is said to represent a reliable, 

easy to operate and compact plug & play 

unit. 

Approved and certifi ed by the German authority 

Seeberufsgenossenschaft (SeeBG), 

the 3-chamber system operates with a Mixed 

Bed Biofi lm Reactor (MBBR) providing process 

stability and excellent effl uent results. It 

is suitable to treat black and grey water or 

black water only. Vacuum systems as well as 

grease traps are optionally available. 

A special post-treatment prevents pH adjustment 

challenges, which usually can occur on 

board due to diffi cult and varying hardness 

of the sewage. The WWT-LC is said to be 

easy to install and maintain, operates fully 

automatic and has low running costs. 

The Waste Water Treatment system 

WWT-LC by RWO 

Phone: +49 3491 635-50 

E-mail: info@tiptop-elbe.de 

Web: www.rema-tiptop.com 

www.tiptop-elbe.com PROTECT YOUR PEARLS.

Fall-pipe and rock-dumping 

vessel launched 

The Simon Stevin built by Construcciones Navales del Norte and powered by MAN 

SIMON STEVIN | Construcciones Navales 

del Norte (La Naval de Sestao) of Spain’s 

Basque country has recently delivered the 

Simon Stevin to Jan de Nul. The new addition 

to the Belgian group’s fl eet is the 

world’s largest fall-pipe and rock-dumping 

vessel with a capacity of 19,500m 3 . 

Construction of the ship lasted 26 months, 

with keel-laying taking place in April 2008 

and launching in March 2009. The Simon 

Stevin recently departed for Australia for 

its fi rst commercial projects. 

The Simon Stevin will mostly be deployed 

in offshore applications, such as the laying 

of oil and gas pipes at great depths; 

the vessel can level the seabed and dump 

rocks down to a depth of 2,000m. According 

to Jan de Nul, the fall pipe can process 

rocks with a diameter up to 400mm, a fi gure 

greater than any other fall-pipe vessel 

in service. 

brainwaves.de 

The fall pipe has an advanced, fully automatic 

unfolding system, featuring an 

ROV (Remotely Operated Vehicle) at its 

bottom that accurately corrects its position. 

The 191-metre-long vessel has a 

33,500 tons loading capacity, some 25% 

greater than the previous record-holder, 

and is capable of dumping 2,000 tons of 

rock per hour. The Simon Stevin can accommodate 

more than 70 persons and 

has its own helipad. 

Propulsion 

The Simon Stevin is powered by fi ve MAN 

Diesel nine-cylinder 32/40 main engines. 

Each delivers 4,500 kW at 720 rpm and 

is manufactured by STX Engine Co., Ltd., 

MAN Diesel’s Korean licensee. 

The four-stroke engines run on HFO and 

are capable of continuous operation at 

loads down to 20%; running at even low- 

er loads is possible for limited periods, 

thanks to the engine’s optimised design. 

The 32/40 can also accept overloads of 

10% in conditions characterised by frequency 

variation. 

As the Simon Stevin is subject to a dynamic 

load demand, high and sharp load variations 

can also occur. Accordingly, each 

engine is fi tted with a so-called “jet assist” 

device that enables a quick response to 

such variations by injecting compressed 

air directly into the compressor wheels of 

the turbochargers. 

One of the stand-out characteristics of 

the MAN Diesel 32/40 type is said to be 

its low lubeoil consumption of approximately 

0.5 – 0.8 g/kWh, a fi gure that was 

considered as a design parameter for the 

piston liners, covers and rings. 

Another stand-out characteristic is the 

32/40’s stepped piston. Here, the crown 

is forged with high-quality, stable steel 

(with shaker cooling), while the skirt is 

cast in spheroidal graphite cast iron. This 

kind of piston, together with a fi re ring, 

prevents bore polishing of the cylinder 

liner and reduces lube-oil consumption. 

Furthermore, the chromium-ceramic 

composition of the fi rst piston ring provides 

a resistance that contributes to long 

periods between maintenance. 

As with all MAN Diesel engines, NOx 

emission levels for 32/40 engines fall below 

the upper limits specifi ed by the IMO 

without negatively affecting fuel consumption 

or operation. The 32/40 type 

can also take advantage of SCR (selective 

catalytic reduction) technology to meet 

even more stringent NOx limits. 

Your plant is your capital. REMA TIP TOP guards it against corrosion 

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For economic viability and success, it is enormously important that your plant operates 

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Industrie

26-28 October 2010 

Dubai International Convention & Exhibition Centre, UAE 

Under the patronage of His Highness Sheikh Mohammed bin Rashid Al Maktoum, 

Vice-President & Prime Minister of UAE and Ruler of Dubai 

Your route to Middle East shipping 

Principal Sponsors 

Supporting Organisations 


Register at www.seatrade-middleeast.com 

Sponsors 

Book 

your Early Bird 

conference place 

NOW! 

Early Bird deadline: 

18 September 

2010


CIMAC Congress 

Bergen 2010

The Wake 

– the only emission we want to leave behind 

The design of eco-friendly marine power and propulsion solutions is crucial for MAN Diesel. 

Power competencies are offered with the world’s largest engine programme – having outputs 

spanning from 190 to 87,220 kW per engine. Get up front! 

Find out more at www.mandiesel.com

You’ll be most welcome 

in Bergen 

CIMAC National Member Association Norway, 

through Cimac 2010 AS has the pleasure of organising the 26th 

CIMAC World Congress on Combustion Engines, scheduled for 

14–17 June 2010 in Bergen/Norway. 

It is a special honour for us to have been awarded the next congress 

by CIMAC, an organization which has been acting for more than 

50 years as a lively and attractive forum for engine and turbine 

builders and users. Today, CIMAC is the most important platform 

for the dialogue between the engine industry’s technical experts 

and its customers. 

The Congress is devoted to the presentation of papers in the fi elds 

of marine, power generation and locomotive engine engineering 

covering state-of-the-art technologies as well as the application of 

such engines. Moreover, the event provides the unique opportunity 

to meet colleagues and customers from the industry around 

the world. 

Bergen is an old city with long-standing traditions of trade connections 

to most cities around the North Sea. It is still a small 

city. The Congress hotels are located within walking distance from 

Grieghallen Congress Centre. With its beautiful and spectacular 

surroundings with seven mountains and the sea, Bergen is the very 

best place for an international congress and exhibition. 

In the Final Programme 182 papers are accepted for the 44 regular 

sessions and 66 for the poster session. An informative and highquality 

congress is guaranteed. 

Also panel discussions will highlight issues which are important 

for the engine world, among them possible confl icts of interest 

between legislation and sound engineering in special cases. 

An exhibition will complement the technical sessions. The exhibition 

will be located in the same building, in Grieghallen Congress 

Centre and thus be closely integrated into the CIMAC Congress. 

During the social events at the Congress you and the person accompanying 

you will gain an impression of the special atmosphere 

of Bergen in the light of the Nordic summer nights. 

The 2010 Organising Committee invites you to the 26th CIMAC 

World Congress on Combustion Engine Technology. We wish you 

a successful and enjoyable stay in Bergen. 

Einar W. Sundt 

President of the 26th CIMAC World Congress 

Einar W. Sundt 

President of the 

26th CIMAC World Congress 

No. 3 | 2010 | Ship & Offshore 

25

CIMAC CONGRESS | BERGEN 2010 

13:30 June 14th Room Peer Gynt Salen 

(1–1) Product Development – 

Diesel Engines – High Speed Engines 

MTU solutions for meeting future exhaust 

emissions regulations 

U. Dohle, Tognum AG, Germany 

The development activities of all major diesel engine manufacturers 

are focused on the exhaust emission regulations that will 

come into force in the future. 

IMO Stage 3 will limit NOx emissions to 2 g/kWh for marine 

engines with high nominal speed. 

For locomotives, the EU Stage IIIB limits NOx + HC emissions 

to 4.0 g/kWh (from 2012). Particulate emissions must be within 

0.025 g/kWh. 

The US EPA specifi es for prime power gensets a NOx limit of 

0.67 g/kWh for installations with 900 kW and above (as of 

2011). The particulate limit is 0.10 g/kWh. 

A large number of other regulatory requirements of other legislatures 

could be listed. MTU Friedrichshafen sells its products 

worldwide for a broad range of applications and therefore has to 

take account of the extremely heterogeneous parametersprevailing. 

Optimum technical concepts for minimizing lifecycle costs 

have been developed for every application. Depending on the 

emission limits applicable, recooling conditions, fuel-economy 

requirements and fuel qualities, different combinations of technologies 

can be used: fuel injection, turbocharging, valve timing, 

exhaust gas recirculation and exhaust aftertreatment. This 

paper presents the technical oncepts together with selected application 

examples. 

Development strategies for high speed 

marine diesel engines 

F. Koch, T. Seidl, O. Schnitzer, G. Oehler, A. 

Loettgen, S. Loeser, MAN Diesel & Turbo SE, 

Germany 

Main targets for modern marine engines are effi ciency, durability, 

engine size, fuel fl exibility and a suitable design for the world 

wide production by international licensees. Signifi cantly reduced 

emissions have and will set further challenges for the engine 

development, considering the variation of fuel quality around the 

world. 

2010 MAN has merged the High Speed Engine activities of MAN 

Diesel and MAN Nutzfahrzeuge into the new Business Unit 

”High-Speed Engines”, using the synergies between both areas: 

e.g. developments based on a truck engine or test strategies and 

cost optimized production adapted for a marine engine with a 

higher cylinder numbers. Product development processes have to 

comply with a complexity of requirements. Precise product ender 

specifi cations based on understanding of market demands, 

utilization of superior materials, tools and technologies, optimal 

product supply chain, management of relations with suppliers, 

environmental and economical aspects, and short time to market. 

To meet all these requirements a special simultaneous development 

process was applied and modern tools for 3D design and data 

processing for R&D and production are necessary. The extensive 

depth of simulation in the development process allows the 

transfer of knowledge form one particular engine to various types. 

This is strongly supported by a closed 3-D-data-structure for the 

complete high speed engine program. To incorporate the in-house 

core competences for turbo charging, injection and engine control 

is highly advantageous for the engine development process. The 

26 

Ship & Offshore | 2010 | No. 3 

high grade of integration leads to a cost effective, compact and 

robust design. The outstanding simultaneous engineering process 

of production and engine development experts create marine 

engines with highest performance data. 

The design and development of the 

General Electric L/V250 diesel engine 

K. Bailey General Electric, USA, C. Atz, J. Dowell, 

GE Transportation, USA, 

P. Raina, GE Transportation, India, K. Lierz, FEV 

Inc., USA, 

E. Reichert, FEV Motorentechnik, Germany 

General Electric has developed a new medium-speed diesel 

engine for marine and stationary applications. The engine family 

designation is “250”, and it is available in 6- and 8-cylinder inline, 

or 12- and 16-cylinder vee confi gurations. The L/V250 

engines were designed with the features desired by the marine 

marketplace, including engine-mounted auxiliaries, full power 

take-off from either end, provision for sea water pump and 

auxiliary power take off. The new engine is based on the highly 

successful Evolution locomotive engine that went into series 

production in 2005. In order to leverage production capacity 

and product reliability, many components of the Evolution 

engine are carried over to the 250-family. This component 

commonality allows a reduced inventory of parts and tools at 

the factory and at customer’s facilities. The results are lower 

manufacturing costs, low operating costs, high reliability, and a 

greater assurance for parts availability in emergency situations. 

This paper will describe some of the features of the new L/V250 

engine models, and provide information on the design and 

development efforts. Brief descriptions of the fi rst applications 

of the engine in the fi eld are also provided. 

The design and development of a new 

advanced heavy duty high speed diesel 

engine 

E. Karimi, N. Hadley, Technomot, UK 

This paper describes the technical features and methodologies used 

to design a brand new family of heavy duty diesel and dual fuel gas 

engines, from 6 cylinder inline to 12 cylinder Vee confi guration, up 

to 1800 rpm. The use of electronically controlled high pressure 

common rail, high effi ciency turbochargers, cross-fl ow cylinder 

heads with separate ports and other engine design strategies to 

achieve best in class fuel consumption are discussed. The 

development of the engine performance model describes the 

interaction between Design and Analysis Groups in the creation of 

a simulation model and component design geometry which 

achieves the optimum balance in performance and manufacturability. 

This communication between engineers is the key factor in 

understanding the whole engine performance process and pushing 

the boundaries of existing knowledge to achieve improvements in 

engine performance over previous engine designs. The design 

guidelines agreed with the client, for this engine, for factors including 

reliability, cost, weight, size, recyclability and performance, are 

described. The impact of these guidelines on components like the 

crankcase and ladderframe are outlined with particular design 

solutions for low cost manufacture with nominated suppliers, 

assembly sequence optimised to suit the manufacturing facilities, 

high durability and matching to the target market servicing strategy. 

The project methodologies used to design this engine are explained 

- particularly the use of concurrent engineering to capture the 

companys sum total of engine operating knowledge and feed it into

Monday, 14 June 

the design process at an early stage to ensure right-fi rst-time design 

in the shortest possible project duration. The impact of 

methodologies like concurrent engineering on the project, and the 

continuous design process improvements are also outlined. The 

result of this work is the development of a complete family of heavy 

duty, high speed engines with bestin- class fuel consumption and a 

good specifi c power output, demonstrating Technomots ability to 

introduce new products working closely with its engine 

manufacturing clients. 

13:30 June 14th Room Scene GH 

(8–1) Integrated Systems & Electronic Control – 

Engines, Turbines & Applications – 

Sensors & Actuators 

Electronics for the safety-critical 

application and control of combustion 

engines 

D. Eikemeier, T. Dauenhauer, MAN Diesel & Turbo 

SE, Germany 

In the recent years the reliability of modern diesel and gas engines 

depend more and more on reliable and robust electronics. The 

common rail injection is an example to meet current and future 

regulations and standards for emissions. The following article gives 

an insight to the new family of engine control electronics of MAN 

Diesel SE (SaCoSone - Safety and Control System on engine) and 

necessary considerations, implementation of processes and 

advanced testing of these engine controllers. In the beginning of the 

project, a very detailed FMEA of the complete system and each 

electronic control module was carried out. This identifi ed for 

instance the need for redundancies in several places to always 

remain in a safe and working condition of the engine in the case of 

a failure. Regarding development processes, a detailed but still 

fl exible development process was not only implemented for the 

software development, but for hardware development, too. This 

included an automatic versioning management in combination 

with a detailed and software supported change management process. 

Of course also the sub-suppliers and development partners have to 

be integrated into these processes. The control products are being 

extensively tested. This included of course all necessary tests 

according to standards like IEC or IACS: vibration, temperature, 

EMC. Furthermore MAN Diesel SE has also carried out a more indepth 

analysis of the different electronics parts both theoretically 

and practically. The testing is done in the laboratory with HALT / 

HASS (Highly Accelerated Life Testing / Highly Accelerated Stress 

Screening) chambers. Faults are induced by a combination of 

3D-vibration together with fast changing temperature cycles. The 

following article gives a glance into the new SaCoSone control 

system, together with experiences in implementing new development 

processes. Certain test results are explained in more detail with 

examples of critical electronic components, which can be replaced 

by different parts or discrete circuits to result in a higher reliability. 

Reducing fuel consumption on the fi eld by 

continuously measuring fuel quality on 

electronically fuel injected engines 

P. Flot, A. Meslati, Controle Mesure Regulation, 

France, 

T. Delorme, Ecole Centrale Marseille, France 

In order to save crude oil worldwide resources and to reduce the 

amount of GHG - green house gas - emissions resulting from 

Tuesday, 15 June Wednesday, 16 June Thursday, 17 June 

combustion inside engines, builders have to research new ideas 

for further fuel consumption reduction, and cleaner exhaust 

gas. That trend is not new but just more challenging and progress 

is becoming seldom as modern engine performances are coming 

closer to the Carnot effi ciency. Although increasing use of 

electronics on engine could support greater amount of 

conditions and parameters in adjusting the engine actuators for 

optimised combustion, like pressure and temperature of air, 

coolant, lub-oil, and fuel, still fuel quality is not considered, so 

that commercial engines are usually fi ne tuned for average 

quality of fuels as found on the market. As a result, engine 

performances on the fi eld can be affected when locally purchased 

fuel quality is far away from the average quality considered by 

the engine builder. At the same time, engine builders and 

authorities are asking for more stringent fuel specifi cations, 

when oil companies, on the opposite, would like to enlarge fuel 

specifi cations to help marketing and eliminating lower grades 

of fuels. A smart fuel sensor has been developed and its 

capability proven. This fuel sensor uses the patented 

HydroCarbon Profi ler technology, which measures the 

molecular structure of the fuel. This information is continuously 

transmitted to the Engine Control Unit allowing real time 

optimization of injection, combustion and post treatment for 

all possible fuel, including bio-fuels. 

This fuel quality sensor is based on a smart combination of a 

Near Infrared low cost hardware and powerful data treatment 

software. That technology is in use since end of the years 90’s at 

inlet, and outlet of crude oil refi neries in order to continuously 

adjust and control the chemical processes of the factory. But the 

sensors are huge and expensive: 500 kg to 1000 kg, costing 

nearly 1 M Euro! Although using the same principle, the new 

sensor has been drastically reduced in size and cost from the 

refi nery experience, so that the sensor can be mounted on the 

engine, not being bigger than a bottle of fruit juice! Then it went 

through various marine approval type tests to prove its 

robustness in engine ambient conditions, far away from those 

quiet ones met inside refi nery measurement room. The paper 

will describe the sensor hardware and software technologies 

and the expected engine combustion performance improvement 

resulting from that new parameter input. This sensor can be 

used as well to protect the engine against accidentally bad 

quality of fuel. 

Exhaust gas recirculation electric 

actuation technology 

A. Pintauro, Woodward Governor, USA 

Exhaust gas recirculation (EGR) is an effective method to reduce 

nitrogen oxide (NOx) emissions. There are many advantages to 

using electric actuation technology for both metering EGR fl ow 

and for waste gate control but this has been a challenge for the 

heavy industrial engine market without using active cooling 

because of the exhaust gas temperatures as high as 750°C. The 

paper gives a general overview of an integrated package 

comprising of a valve, rotary electric actuator, linkage, support 

bracket, and actuation technology that solves this issue. The 

system characteristics, technical data, models, as well as fi eld life 

test data are included. The modulating actuator relies on only 

passive cooling due to its high ambient temperature rating as 

well as having a unique linkage/bracket that is designed for 

minimal heat transfer while allowing for relative motion due to 

thermal expansion. This EGR electric actuation system allows for 

precise metering control while simplifying the fi nal installation 

as no customer supplied linkage is required and the valve to 

actuator position is pre-set at the factory. In addition, the actuator 

No. 3 | 2010 | Ship & Offshore 27


system has been designed to be mounted directly on engine and 

has the ability to withstand the associated vibration and thermal 

loads through the use of a vibration isolation for the integral 

electronics. The demonstrated vibration isolation profi les are 

detailed in the paper’s results. 

Malfunction diagnosis at marine diesel 

engines based on indicator cock 

pressure data – model based sensor 

reconstruction of in-cylinder pressure 

trace using indicator cock pressure 

information & fundamental 

investigations on malfunction diagnosis 

at marine diesel engines based on 

reconstructed in-cylinder pressure 

information 

P. Obrecht, P. Voegelin, ETH Zurich, Aerothermochemistry 

and Combustion Systems Laboratory, 

Switzerland, 

C. Onder, E. Oezatay, ETH Zurich, Institute for 

Dynamic Systems and Control, Switzerland, 

P. Fuchs, W. Fuchs, Peter Fuchs Technology 

Group AG, Switzerland 

Large heavy-duty diesel engines usually give access to the cylinder 

via a so-called indicator cock (IC). Due to the construction of the 

IC, the pressure signal is distorted and cannot be directly 

interpreted. Simplifi ed models are not precise enough for the 

pressure correction. Thus, a model which is parameterized with 

measurements is applied. Using frequency domain methods, the 

transfer function of the IC is determined when the engine is at 

the manufacturer and precise incylinder measurements are 

possible. Using the transfer function, the dynamics of the IC is 

inverted and the measured pressure is corrected and reliable 

information on the cylinder pressure can be used for subsequent 

calculations. Comparisons with various models are shown and 

the advantages of the presented method are demonstrated. 

Measurements of a large diesel engine are given and the methods 

are applied. The presented knowledge works as ICCA (Indicator 

Cock Correction Algorithm) in The Doctor DM 8-32 engine 

analysis tool of Fuchs Technology Group builds a basis for the 

second part of the paper. Fundamental investigations on 

malfunction diagnosis at marine diesel engines based on 

reconstructed in-cylinder pressure information. To fulfi l the 

needs of marine diesel engine customers, an engine diagnosis 

tool was developed which provides precise information on the 

actual state of the engine on the basis of cylinder pressure 

measurements via indicator cock. The investigation was worked 

out in the context of a master thesis at ETH Zurich and started 

with a one dimensional engine simulation model, where the 

indicator cock’s geometry was replicated regarding simulation of 

the distorted pressure at the end of the indicator path. In a next 

step models of common engine malfunctions were developed 

with the simulation software. The reconstructed in-cylinder 

pressure provides a basis for running the engine at the maximal 

designed cylinder pressure and a further thermo dynamical 

analysis enables malfunction diagnosis. The presented algorithms 

are implemented in an engine analysis system called The Doctor 

DM 8-32 (Fuchs Technology Group) and show a practical 

application of the method developed in the fi rst part of the paper. 

The engine diagnosis tool is represented as a light-weight 

computer, which can be taken on-board, comprises data gathering 

as well as post-processing and pressure trace interpretation. 

46 

28 


13:30 June 14th Room Troldtog 

(6–1) Product Development, Component & 

Maintenance Technology – 

Gas Engines – New Engines 

Development of the Rolls-Royce C26:33 

marine gas engine series 

T. Humerfelt, E. Johannessen, E. Vaktskjold, 

L.- A. Skarbö, Rolls-Royce Marine AS, Engines - 

Bergen, Norway 

The Rolls-Royce C26:33 marine gas engine is a new natural gas 

powered engine launched in 2010, based on the C25:33 marine 

diesel engine. The C26:33 marine gas engine has been identifi ed as 

an engine with interesting market potential for ship propulsion as 

a variable speed – variable load engine, with low emissions, 

compared to liquid fuelled engines, being the key selling point. 

The C26:33 marine gas engine will in this paper be described with 

design philosophy and qualities as follows: 

• Maximising profi tability through optimising swept volume of 

the engine, i.e. recommending an increase of bore from current 

Ø250 mm to Ø260 mm. The increase leads to an increased cylinder 

volume from 16,2 litres to 17,5 litres and will be an ample resource 

to either increased power without increase in break mean effective 

pressure, or to use as a margin for reduced emissions or indeed for 

improved response. 

• The decision to develop the C25:33 platform for gaseous fuels, 

implied the use of experience and technology from the K-and BVtype 

gas engine platforms. 

• Improved responsiveness of the engine in order to get 

propulsion engine certifi cation as well as focussing on reduced 

hydrocarbon emission through exploring optimisation of our 

current mechanical gas control & admission concept 

• The C26:33 marine gas engine is designed to meet both 

redundancy and response requirements for marine generating sets 

and single engine propulsion applications. 

• The C26:33 marine gas engine is designed to be able to run as 

a propulsion engine at variable speed when connected to a 

controllable pitch propeller. When the propeller thrust requirement 

is low, the propeller speed may then be reduced, effectively 

reducing zero pitch loss. 

Newly developed Mitsubishi MACH II-SI and 

CM-MACH gas engines, enhancing and 

expan ding utilization for energy and 

specialty gases 

M. Ishida, S. Namekawa, Y. Takahashi, H. Suzuki, 

A. Yuuki, K. Iwanaga, Mitsubishi Heavy Industries, 

Ltd., Japan 

Mitsubishi Heavy Industries, Ltd. (MHI) has developed and added 

the new MACHII-SI and CM (Central Mixing)-MACH models to its 

lineup of MACH gas series engines. The MACH-30G gas engine, 

formerly the MP (Micro Pilot Ignition)-type model, has delivered 

more than 150 units since 2001. The experience and know-how 

accumulated from their on-going operations have been fed back into 

the development process to ensure even higher reliability and 

performance. The MACHII-SI, whose ignition concept has been 

modifi ed to a spark ignition (SI) system, was developed in order to 

meet the demand for a simple gas engine that does not require liquid 

pilot fuel and an engine with improved energy utilization effi ciency. 

Further, the concept of CM-MACH (MP-type) was developed to 

expand the utilization of low calorie gases and other specialty gases as

Monday 14 June 

Tuesday, 15 June 

operational fuel. This paper describes the technology of effi ciency 

enhancement and the features of these new engines, including test 

results performed at the factory and at actual sites. Working in 

collaboration with the New Energy and Industrial Technology 

Development Organization (NEDO) and the Japan Gas Association 

(JGA), MHI has completed advanced development of technology to 

improve the effi ciency of gas engine. These improvements are focused 

on the optimization and control of combustion. Using these 

technologies, the MACHII-SI has optimized its exhaust temperature 

and consequently reached a total effi ciency of 66% - combined with 

generation effi ciency and steam effi ciency, the world’s highest for this 

class of engine. These same enhancement technologies have also been 

applied to the former MACH-30G model raising its power generation 

effi ciency up to 46%. Moreover, the MACHII-SI start-up time has 

been reduced to less than six minutes from activation to 100% 

loading, meeting the requirements for peak application. Intricate 

details combining optimum control and the diagnosis techniques for 

combustion greatly contribute to this performance achievement. We 

have been conducting rigorous verifi cation tests for start-up, 

performance, reliability, and overall system operation under the most 

severe conditions at our in-house test plant since October 2008. With 

the CM-MACH, low calorie gas has been achieved by means of gas 

supply features in both the intake port at each cylinder and the suction 

port before the turbocharger. This feature offers an additional safety 

advantage in that it keeps an appropriate concentration of air-fuel 

mixture in the intake system to prevent auto ignition. The fi rst engine 

was delivered and began operation in October of 2009. 

MHI believes that through our expanded lineup of MACH gas engines, 

we are able to meet an unprecedented diversity of customer needs. 

Development of large gas engine with high 

effi ciency (MD36G) 

T. Oka, M. Kondo, Mitsui Engineering and 

Shipbuilding Co. Ltd., Japan, 

T. Aiko, Daihatsu Diesel MFG. Co., Ltd., Japan 

Mitsui Engineering & Shipbuilding Co., Ltd. (MES) has developed 

a large size lean-burn gas engine MD36G with high effi ciency 

whose generating power output range is 2.8 - 8.1MW jointly with 

Daihatsu Diesel MFG. Co., Ltd. (Daihatsu) and opened business in 

April 2008. The base engine of MD36G is the medium-speed diesel 

engine Daihatsu DK-36 that has a large number of records and 

experiences in both land and marine engines. The engine has been 

developed as a series of a 1MW class as engine MD20G which had 

already been developed and commercialized by MES, in line with a 

trend of market demand for bigger generator engines. Basic concept 

of MD20G has been followed, and experiences and know-how 

obtained from operation results of MD20G have been incorporated 

into development. Technologies such as the Miller cycle and 

combustion control in addition to the direct-injection micro pilot 

ignition which is the most signifi cant feature of the MD-G series, 

are applied to the MD36G. It is possible to cope with various usages 

fl exibly, because the electronic control units that have abnormal 

combustion detection and air-fuel ratio control for stable 

combustion are developed by MES. 

The demonstration plant with this developed engine is working 

well as a power generation facility in Tamano works of MES, and it 

was confi rmed through its operation we achieved the world top 

class high generating effi ciency among gas engines with same 

output range at the mean effective pressure 2MPa. Regarding NOx 

emission, 300ppm (O =0%) NOx in the normal model and below 

2 

200ppm(O =0%) NOx in the low NOx model of that cycle 

2 

parameters have been changed, has been confi rmed. 

As a result of this development, our lineup of gas engines whose 

generating power output range is 0.88 ~ 

.1MW has been completed.


Newly developed Kawasaki green gas 

engine – top performance GE 

H. Sakurai, T. Sugimoto, Y. Sakai, T. Tokuoka, Y. 

Nonaka, M. Honjou, T. Horie, Kawasaki Heavy 

Industries, Ltd., Japan 

Kawasaki Heavy Industries, Ltd (KHI) started the development of a 

high performance gas engine in 2004 for the purpose of meeting new 

market requirements. After various tests on the single cylinder engine 

in order to optimize the performance parameters, KHI completed the 

full-scaled fi rst engine of Green Gas Engine (GGE) at KHI Kobe works 

in May 2007. KHI achieved the world’s highest electrical effi ciency of 

48.5%, and the lowest NOx emissions level below 200ppm at 0% O 2 

simultaneously. Electrical effi ciency was improved by more than two 

percents. In addition NOx emissions level was reduced to half 

compared with the existing level. The power range of 5.0 to 7.8MW is 

covered by 12,14,16 and 18 cylinder engines. The above mentioned 

fi rst engine has the largest electric power among the above. The electric 

spark ignition system is applied and no liquid fuel is required. The 

fuel gas is supplied to the main combustion chamber and precombustion 

chamber individually by electronically controlled gas 

injection system where the gas injection timing, and air/fuel ratio is 

optimized. The cylinder pressure is measured for all cylinder, thereby 

misfi ring is controlled for individual cylinder in order to achieve the 

optimum condition for each cylinder. After the test at KHI Kobe 

works, the fi rst power plant was constructed at Joetsu City, Niigata 

prefecture 

in Japan and commissioned in December 2007. GGE completed 

4000 hours test in December 2008 and comprehensive inspection 

was carried out in January 2009. KHI confi rmed its high performance 

and reliability. In addition, KHI carried out special tests such as quick 

loading up test, test with various as composition, etc. to meet 

customer’s various demands. KHI is now constructing KG-12 in Kobe 

works, where activities of further new technology improvement in 

performance are carried out. 

Development of high effi cient gas engine 

H35/40G 

D. Y. Jung, J. S. Kim, J. T. Kim, E. S. Kim, Hyundai 

Heavy Industries Co., Ltd., Korea, 

A. Skipton-Carter, Ricardo UK Ltd., UK 

In order to implement strict emission legislations in accordance with 

growing concern with exhaust emissions from internal combustion 

engines, natural gas is a promising alternative fuel for power generation 

plants and marine propulsions. Hyundai Heavy Industries Co., Ltd. 

(HHI) has been developing a new HiMSEN gas engine H35/40G, 

350mm bore size and 400mm stroke length, in response to this 

market trend. Its design principle is based on the wellproven 

technology of lean burn combustion by Pre chamber Spark Ignition 

system (PCSI) and Pre Chamber Micro Pilot system (PCMP). Both are 

possible to immediately install on in-line type and V type engines. 

The aim of this work is to develop a new gas engine that has high 

effi ciency and high power combined with optimization towards 

environmental and economical aspects The development target of 

H35/40G is high thermal effi ciency of 47.2%, high power output of 

480kW per cylinder, break mean effective pressure of 20.8 bar at 720 

rpm, and low emission; 50ppm at 13% oxygen. These are achieved 

applying state-of-the-art technology such as PCSI and PCMP for 

effective lean burn combustion. In addition, the combustion 

performance is improved by the investigation on air inlet port 

geometry with optimized swirl. To avoid an increase in thermal load 

on the engine, the charge-air pressure is raised by developing the 

turbo charging system supported by the Miller cycle. H35/40G is 

based on the reliable H32/40 diesel engine and is increased in its bore 

30 


size to boost the power. Furthermore, the specially developed Engine 

Control System is designed to control the combustion process in each 

cylinder, and NOx, knocking, power, and air fuel ratio. In hence, the 

engine attains high effi ciency and high output complying with the 

lowest emission. This paper describes the design and development 

details of this new gas engine with the test results of the prototype 

engine of H35/40G. Also, the main idea concepts are proven by 

features and diagrams from examinations and calculations. 

Furthermore, a unique gas admission system and intelligent control 

system to achieve development target are demonstrated by HHI’s 

future-oriented view. 

13:30 June 14th Room Klokkeklang 

(4–1) Diesel Engines – Tribology 

Suction air humidity infl uence on piston 

running reliability in low-speed two-stroke 

diesel engines 

F. Micali, M. Weber, M. Stark, K. Raess, Wärtsilä 

Switzerland Ltd., Switzerland, 

M. Potenza, University of Salento, Italy 

The number of scuffi ng incidents between piston rings and cylinder 

liner surface of lowspeed two-stroke diesel engines recorded in 

climatically humid areas suggests that high ambient humidity affects 

the reliability of piston running in this type of engine. This paper aims 

at identifying the correlation between the properties of engine suction 

air and damages found on cylinder liners and piston rings. The 

authors present their campaign to study the interaction between 

suction air humidity, sulphuric acid generated by combustion of 

sulphur-containing fuels and engine characteristics, leading to the 

socalled sudden severe wear (SSW), which stands for unpredictable 

damages of piston rings and liner surface, making it – in most cases 

– necessary to exchange the affected parts immediately. Tests 

performed on large-bore two-stroke diesel engines installed on cargo 

vessels during regular port-to-port operation were focused on 

investigating effects like liquid water carry-over by scavenging air 

originating from the scavenging air cooler heading to the cylinder 

liner inlet ports and dropletevaporation phenomena in the scavenging 

air receiver. Further engine tests made on a 60 cm bore research engine 

of Wärtsilä Switzerland as well as rig tests using a Cameron Plint Test 

machine of Shell Global Solutions GmbH (Germany) aimed at 

fi nding combinations between cylinder lube oil, water and sulphuric 

acid, which would lead to scuffi ng between the sliding surfaces and as 

a consequence to SSW on a real engine. Finally, a correlation between 

ambient conditions and lube oil degradation is presented caused by 

an emulsifi cation of the lube oil on the liner surface with water, which 

leads to a novel scheme for diffusion of sulphuric acid in the lube oil 

fi lm on the cylinder liner, strongly infl uencing the acid neutralization 

effect of the alkaline additives in the lube oil. 

Lubrication challenges for distillate fuel 

operated two-stroke engines 

M. Boons, R. Brand, Chevron Oronite Technology b.v., 

The Netherlands 

The marine world is changing faster than ever before. Marine diesel 

engines in ships sailing on the oceans generally burn Heavy Fuel 

Oil (HFO) and the average sulfur content of this fuel is a little less 

than 3 wt%. In light of the global movement to reduce emissions, 

the International Maritime Organization (IMO) has defi ned a 

scheme with fuel sulfur limits that ultimately will lead to a 

maximum of 0.5 wt% sulfur globally and 0.1 wt% in some locations


unless scrubbers are used to remove SOx from the exhaust gases. It 

remains to be seen if the refi ning industry will produce enough low 

sulfur fuel and it is also uncertain how widespread the use of 

exhaust gas cleaning will be. Reductions in other ship emissions 

will certainly add to an already complicated situation. Assuredly, 

there will be drastic changes in the future for a large number of 

diesel engines in the marine and power station industry. These 

changes will also no doubt impact the lubricant requirements for 

these engines. This paper describes how the change from HFO to 

low sulfur distillate fuel can lead to fi eld issues for two-stroke diesel 

engines. A laboratory engine test was developed that reproduces 

these fi eld issues and furthermore indicates an increased sensitivity 

to lubricant feed rate when operating on distillate fuel. It is likely 

that currently available lubricants are not optimal for this new 

situation and that new oils will need to be formulated on the basis 

of performance in laboratory and fi eld engines. 

Investigation of tribological damage 

mechanisms of various slide bearing 

materials used in medium speed and low 

speed diesel engines on the microscopic 

and macroscopic scale 

M. Offenbecher, W. Gärtner, G. Gumpoldsberger, 

R. Aufischer, Miba Gleitlager GmbH, Austria, 

F. Gruen, I. Godor, Montanuniversitaet Leoben, 

Austria 

In this paper we will give an overview on the damage mechanisms of 

the modern slide bearing materials used in diesel engines. Bimetal 

bearing concepts on bronze and multilayer concepts with Pb- and 

Sn-based respectively polymer-based overlays will be compared in 

detail. The damage mechanisms on the macroscopic scale, measured 

on a bearing test rig, and on the microscopic scale, measured on a 

tribometer, will be compared. 

Experimental investigation of lubrication 

regimes on piston ring – cylinder liner 

contacts for large two-stroke engines 

A. Voelund, C. Felter, MAN Diesel & Turbo SE, 

Denmark 

Friction in the piston ring package (piston, piston rings and cylinder 

liner) is one of the largest contributors to the overall mechanical 

power loss of two stroke marine diesel engines. This can be seen both 

from service experiments and through simulation studies. From these 

studies it can be concluded that the friction force in the piston rings 

has its maximum contribution around the two dead centres – top 

dead centre (TDC) and bottom dead centre (BDC). It can be shown 

through simulation and from service experience that the tendency of 

asperity contact between piston ring and cylinder liner is pronounced 

around TDC and BDC of the stroke. From a tribological point of view, 

it is the tribological mechanisms around TDC and BDC, which are 

the main area of interest in an experimental investigation. Since this 

is a diffi cult investigation to conduct on operating engines a small 

scale experimental setup was developed. The intent of this work is to 

study the tribology of the piston rings at a lab scale test rig. A 

reciprocating test rig was developed in collaboration with The 

Technical University of Denmark to study the performance of piston 

rings of two stroke marine diesel engines. The basic principle behind 

the test rig is similar to an operating engine where a piston ring 

segment is moving in a reciprocating motion subjected to a certain 

normal load. Segments of the piston ring and the cylinder liner 

material for the test rig were taken from the operating engines and 


were machined for the dimensions of the test rig. Friction force, oil 

fi lm thickness and temperature distribution of the piston ring is 

studied as a function of crank shaft position, rotational speed, and 

loading of the piston ring. Furthermore electrical resistance 

measurements are conducted in order to investigate the transition 

from full separation (hydrodynamic conditions) to partial separation 

(boundary lubrication). Finally simulations are carried out on a 

selected set of experiments in order to compare the measured values 

with theoretical results. 



Diesel Engines – Medium Speed Engines I 

GE PowerHaul diesel engine development 

P. Flynn, R. J. Mischler, GE Transportation, USA 

GE Transportation has developed a new family of diesel engines to 

meet the challenge of high power, low weight and new emissions 

requirements in lightweight locomotives. The fi rst member of the 

family is a 16 cylinder engine that runs at 1500 rpm and produces 

2750 kW. Future models include a 12 cylinder engine rated at 

2060 kW and adaption of the engine for marine and power generation. 

The PowerHaul engines were derived from the successful Series 6 

Jenbacher gas engines. The strength of the gas engine was retained, 

and state of the art fuel injection, turbocharging and combustion 

systems were applied. A high pressure common rail system gave the 

fl exibility to optimize the NOx-fuel consumption tradeoff, while 

minimizing PM. The engine uses high pressure ratio, single stage 

turbochargers to supply air to support the moderate Miller Cycle 

combustion system. A moderate Miller Cycle inlet valve closing was 

employed to retain simple matched turbochargers and a conventional 

valve train while maintaining good acceleration and low power 

performance. The combustion processes were modeled and calibrated 

on a single cylinder research engine to evaluate several combinations 

of piston crown, valve timing, boost level and fuel injection nozzle 

geometry. This allowed a single set of multicylinder hardware to be 

built and directly meet the targets for power, emissions and fuel 

consumption. The 16 cylinder engine has been certifi ed to EU IIIa 

emissions levels. The base structure of the engine was modifi ed to 

couple closely to a locomotive alternator and to drive the lubricant 

and cooling pumps necessary for the locomotive cooling system. The 

engine is elastically mounted in the locomotive to reduce vibration 

transfer, but resist the shock loads experienced in locomotive 

applications. The engine as a whole and its major parts were validated 

for locomotive service by extensive component and engine endurance 

tests. The engine was qualifi ed with 10% overspeed and 20% overload 

levels. A special load cycling test was performed to qualify the engine 

for highly cyclic locomotive service. The fi rst application of the 16 

cylinder PowerHaul engine will be in the PH37ACmi locomotive for 

the Freightliner rail system in the UK. It represents a new standard for 

power, emissions, haulage, and fuel consumption in lightweight 

locomotive markets. 

Development of Niigata new medium-speed 

diesel engine “28AHX” 

K. Imai, H. Nagasawa, H. Yamamoto, S. Kato, 

K. Sonobe, Niigata Power Systems Co. ,Ltd., Japan 

Niigata Power Systems Co., Ltd. (NPS) has developed a new medium 

speed diesel engine ”28AHX” which covers an output range of 2070- 

3330kW by inline 6-9 cylinder engines. In recent years, as container 

ships have become bigger in size, the higher output of tug boat is 

demanded in the world. Also the demand of supply vessels of PSV 



(Platform Supply Vessel) and AHTS (Anchor Handling Tug Supply) 

vessels are increased. To accommodate to this market demand, this 

new engine has been developed for the main engine driving azimuth 

type propulsion system ”Z-peller” mainly. 28AHX has a 280mm 

bore and a 390mm stroke, and its maximum output is 370kW/cyl. 

at 800min -1 , and 345kW/cyl. at 750min -1 respectively. The engine 

can comply with the exhaust emission regulations in the next stage 

such as IMO NOx Tier II, and it is considered the performance of 

low load operation and transient response as a main propulsion 

engine. To achieve these performance targets for the environment 

without increase of the specifi c fuel consumption, the following 

technical expedients are applied. 

- Optimization of combustion: piston design and injection system 

etc. 

- Miller cycle and optimization of intake and exhaust valve 

timings 

- Adoption of variable intake valve timing mechanism 

- Improvement of a turbocharging system: air bypass and waste 

gate 

In addition, for the purpose of the decrease of engine and auxiliary 

equipment space in the engine room, and of easy maintenance, the 

following construction is designed. 

- ”Cylinder unit”: assembling of cylinder parts 

- ”Front end unit”: integrated unit of auxiliary machinery on 

engine front side 

This paper reports the design feature and engine structure of 28AHX, 

and also the performance and mechanical results of the prototype 

engine. The engine performance are well accepted, especially the 

quick load increase operation characteristic is very good. The fuel 

consumption is improved compare to existing medium size engine 

of Niigata, even 28AHX keeps Tier II NOx emission. 

Development of the new Caterpillar VM32C 

LE low emission engine 

U. Hopmann, Caterpillar Motoren GmbH und Co. KG, 

Germany 

Caterpillar Motoren’s Vee engine VM32 was originally introduced in 

1997 as a 12 and 16 cylinder version. This engine proved its reliability 

and high customer value over years. With the introduction of the “C” 

version in 2003, which was based on the original engine layout, this 

engine was IMO Tier I compliant and continued to be successful in 

the marine and stationary power market. In order to meet the 

upcoming IMO Tier II emission regulation (effective date will be 

January 2011) a more complex update was required. This paper 

describes the development of the new low emission (LE) version VM 

32 C LE from concept to fi nal design. Through concept studies and 

concept design, the overall engine layout has been conceived. The 

major outcome of this phase was an increase in stroke from 420 mm 

to 460 mm. This means, that the mean piston speed went up to 

11,5 m/s. This is a signifi cant increase and a fairly high value for a 

medium speed engine where the typical mean piston speed is 

between 9,5 and 10,5 m/s. In order to substantiate the concept 

thorough FE analysis of the main components has been carried and 

will be presented in this paper. Dynamic simulations as well as 

torsional vibration analysis (TVA) of the rotating components 

confi rmed the chosen engine layout. Components without design 

changes have been analysed to ensure reliable operation under the 

new load conditions. The increase in piston speed required an 

investigation of the fl uid dynamics in air and exhaust system. Results 

of the CFD analysis to improve breathing and gas exchange will be 

shown as well. Apart from component development, the general 

engine layout, engine design and new engine features will be shown. 

For further confi rmation, additional pretests related to high mean 

piston speed have been carried out and will be presented. 

32 


MTU’s new series 8000 gas-protected 

engine 

M. Eckstein, E. Osterloff, C. Hecker, 

MTU Friedrichshafen GmbH, Germany 

The series 8000 is the biggest and most powerful engine family of 

MTU, rated up to 9100 kW. It is mainly intended for main propulsion 

of fast military and commercial vessels. Recently, MTU added a new 

member to this engine family, the “gas protected engine”. Such engines 

have to be able to operate safely even in an environment that could be 

contaminated with explosive gases. This engine has been designed for 

the propulsion system of the new and the world’s most powerful 

emergency tugboat, the “Nordsee”. The “Nordsee” is currently under 

construction and will be operating from the beginning of 2011 in the 

North Sea. Equipped with two series 8000 engines it will have 200 to 

bollard pull capability and a maximum speed of more than 19,5 knots. 

Furthermore, the gas protected version of the series 8000 engines will 

make it able to operate in hazardous and explosive environments. 

MTU was awarded the contract for this boat from the “German Coast 

Guard Working Group” (Arbeitsgemeinschaft Kuestenschutz) after a 

Europe-wide invitation to tender from the German Federal Ministry 

for Transport, Building and Urban Affairs, because MTU is the only 

engine manufacturer in the world that has a long-term experience with 

this special technology. In the last decades, several similar boats have 

been equipped with smaller gas-protected MTU engines of series 396 

and series 4000. Giving a series 8000 engine, these special capabilities 

allow shipbuilders to provide faster and more powerful emergency tug 

boats and therefore increase the safety on sea. In mid 2009, MTU 

completed this development project successfully and received the fi nal 

certifi cate from Germanischer Lloyd for this engine. This presentation 

highlights the challenges of this special application as well as the 

technical solutions applied. The unique capabilities of the series 8000 

engine in this application are given. The safety concept of the engine 

and the electronic engine control system is also shown. 


(3–10) Environment, Fuel & Combustion – 

Diesel Engines – Overview Emissions 

Legislative update: International 

requirements on next generation nonroad – 

marine & stationary engines (diesel & gas) & 

their fuels 

P. Scherm, P. Zepf, Euromot, Germany 

Exhaust emission legislation and the demand to comply to a variety of 

emissions regulations all over the world is a major driver of engine 

development. The need for globally aligned legislation is one of the 

essentials for being successful in the worldwide markets. For Euromot 

representing more than 40 CI and SI engine manufacturers in Europe 

and abroad it has always been one of its highest priorities to facilitate 

harmonisation of global legislation and to ensure that effi cient and 

environmentally friendly engines are available on the global markets. 

An overview will be given on the current revision processes of major 

global emissions legislation such as the technical review of the EU 

Directive on nonroad mobile machinery engines and amendments 

including rail applications and inland waterway vessels; the revision of 

the UNECE Gothenburg Protocol as well as the EU Directives on 

industrial emissions or national emission ceilings for stationary 

engines; the recent developments of IMO, EU or national legislation 

for seagoing vessels; and fi nally on the existing legislation and future 

environmental requirements on fossil or renewable transportation 

(nonroad and marine) fuels.


Large high speed diesels, quo vadis? Superior 

system integration, the answer to the 

challenge of the 2012 – 2020 emission limits 

A. Ludu, K. H. Foelzer, AVL List GmbH, Austria, 

T. Bouche, AVL List GmbH, Switzerland, 

M. Engelmayer, LEC - Large Engines Competence 

Center, Austria, 

B. Pemp, Institute for Internal Combustion Engines 

and Thermodynamics Graz University of Technology, 

Austria, 

G. Lustgarten, AVL Consultant, Switzerland 

The present paper treats the question of the development direction of 

Large High Speed Diesel Engines (with nominal speeds of 1200- 

2000rpm) and Multi-Application Medium Speed Engines (with 

nominal speeds up to 1150 rpm). The common characteristic of this 

engine class is their capability to serve a wide range of applications at 

sea but also for terrestrial application (power generation, locomotives, 

industrial and construction). Due to their large application footprint, 

they have to meet by the mid of the current decade extremely strict 

emission limits, mainly NOx and PM, 80-85% lower. Application 

diversity and market presence result in different emission compliance 

solutions. The present paper addresses the question of technology 

deployment taking into account the variety of application. This is 

superimposed with the possible scenarios for further power density 

increased. In a fi rst step, the engines under consideration are 

characterized by their market relevance and operational specifi cs. This 

classifi cation is then superimposed with the regulatory emission 2012 

– 2020 for the respective applications and market segments. The next 

step reports about the AVL approach, implemented with the help of 

advanced technology tools. The test carrier is a fl exible single cylinder 

engine system. In a fi rst step, a number of technology building blocks 

and their respective benefi ts for emission reduction are reviewed, 

such as fuel injection, EGR, Miller valve timing. These in turn, drive 

the need for higher air boost- and cylinder pressure. The objective is 

to move the NOx / PM trade-off curve of state of art engines towards 

a more favorable emission performance. Achieving the most 

demanding regulatory limits, NOx levels below 2g/kWh and PM 

below 0.025-0.04g/kW requires the involvement of suitable 

aftertreatment technology. The optimum combination of combustion 

and aftertreatment elevates the task to the level of superior system 

integration. To answer the daring question “Large High Speed and 

Multi Application Medium Speed Engine, where are you heading to?” 

one needs to take a differentiated approach: In other words, the 

integral system of engine, turbocharging, aftertreatment must be 

matched for specifi c applications. To underline the approach, the 

roadmaps for two relevant applications, marine and power generation 

are outlined. Close alignment between thermodynamic layout and 

the aftertreatment solutions such as CR and DPF is needed. Even 

more so, the selected solution impacts the engine architecture and its 

mechanical robustness. Two stage turbocharging and engine structures 

capable to take up cylinder pressures up to 250 bar and beyond are 

necessary in the future. Implicitly, a similar approach can be adopted 

for other applications such as for marine, industrial or construction. 

Future emission demands for ship and 

locomotive engines –challenges, concepts 

and synergies from HD-applications 

A. Wiartalla, L. Ruhkamp, T. Koerfer, FEV 

Motorentechnik GmbH, Germany, 

D. Tomazic, M. Tatur, E. Koehler, FEV Inc., USA 

Future world-wide exhaust emission legislation for ship and 

locomotive engines requires a drastic reduction of the relevant exhaust 


gas constituents and here especially nitrogen oxide emissions. A 

signifi cant reduction of the tailpipe emissions while maintaining low 

fuel consumption is currently also the main development focus with 

regard to heavy-duty engines (US2010; JP ´09/NLT; EU-VI emission 

legislation) as well as industrial engines (Tier 4 emission legislation). 

Based on the experiences obtained from these developments it can be 

concluded, that the stringent emission levels cannot only be achieved 

by one technology step (internal engine measures/installation of 

exhaust aftertreatment purifi cation systems), but that an integral, 

economically attractive package must be developed consisting of low 

engine-out emission level plus adequate, high-effi cient exhaust 

aftertreatment. With regard to nitrogen oxide emission reduction 

mainly the SCR (Selective Catalytic Reduction) technology is currently 

followed up by these applications. Even if the specifi c demands and 

boundary conditions differ signifi cantly between ship and locomotive 

applications on the one hand and heavy-duty onroad as well as 

smaller industrial engine applications on the other hand, the 

experiences already obtained especially with regard to on-road 

applications can be used in order to develop future ship and 

locomotive low-emission concepts. In the fi rst section of this paper 

the emission legislation as well as the typical operating boundary 

conditions for ship and locomotive applications will be compared to 

heavy-duty and small industrial engine applications. Furthermore 

state-of-the art technologies and actual development trends for heavyduty 

and small industrial engine applications will be pointed out 

including base engine concepts (EGR, boosting, injection system,...), 

aftertreatment technologies (diesel oxidation catalyst, SCR, active/ 

passive diesel particulate fi lter, particulate oxidation catalysts,...) as 

well as sensor and control concepts. Based on this suitable technology 

concepts for ship and locomotive applications will be pointed out, 

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which take the specifi c boundary conditions for such applications 

(e.g. legislative demands, fuel quality and specifi c operating profi le) 

into account. The future integration of base engine and aftertreatment 

measures will signifi cantly increase the challenges and effort with 

regard to system layout as well as calibration. Especially with regard to 

large ship and locomotive engines the number of hardware variants 

which can be tested in advance to the fi nal application will be 

extremely limited. Within this context high-effi cient development 

tools (such as detailed 1D-simulation of the aftertreatment system, 

detailed characterisation of catalysts on a synthetic gas test bench, 

assessment of control and sensor concepts based on simulation) as 

well as high-effi cient calibration procedures (such as DoE based 

calibration or offl ine calibration of the SCR system) which have been 

developed for on-road applications, can be used in order to guarantee 

a reliable system layout and calibration while maintaining short 

development and engine testing times. 

Large engine injection systems for future 

emission legislations 

C. Kendlbacher, P. Müller, M. Bernhaupt, 

G. Rehbichler, Robert Bosch AG, Austria 

Emissions are one of the driving factors in today’s engine development, 

fuel injection systems as well as exhaust aftertreatment technologies 

are being developed for large diesel engines. Due to the long life of 

large diesel engines many of them are upfi tted throughout their lives 

to modern fuel systems to be competitive in the market. Large diesel 

engines are used in many different industrial applications where they 

have to comply with various emission regulations (i.e. TIER, EU, 

IMO) over the next years. Engine internal as well as external 

modifi cations (exhaust aftertreatment) are re-quired to meet 

upcoming emission standards – on the fuel injection side common 

rail is the best approach to fi nd solutions to this challenge. All of the 

future fuel injection systems will be based on common rail technology. 

This is the most complex but also the most fl exible fuel injection 

technology on the market. Individual boundary conditions, engine 

design constraints and cost drive the type of common rail system 

which is being applied on a particular engine type and size. Bosch 

provides all kinds of fuel systems to its customers for small automotive 

engines to large diesel engines, using many different types of fuels. 


(6–2) Product Development, Component 

& Maintenance Technology – 

Gas Engines – New Components 

Port inlet gas admission valves for large gas 

engines 

R. Boom, Woodward, Netherlands 

The paper is about the latest development in port inlet gas admission 

valves for large gas engines. The Solenoid Operated Gas Admission 

Valves (SOGAV) has been in the market since the early 1990’s and has 

gone through a development program to enhance the design to meet 

the future large gas engine requirements. The development is driven 

by a demand for higher mass fl ow rates and reduction of life cycle 

cost. The new developed generation of SOGAV has a new design to 

allow higher differential pressure and therefore allows a higher mass 

fl ow with the same valve size. The design of the new generation 

SOGAV has been changed to allow on engine maintenance and reconditioning. 

This reduces engine downtime and increases availability. 

The paper will describe design, development and validation testing 

on the new valve. Also the market trends driving new technologies 

34 


will be presented. The design of the new valve is based on the existing 

valve and operational fi eld experiences at numerous different engine 

types, running at different fuel gases and at different environmental 

conditions. The paper will give a background on the operational 

experiences and product improvements. The power demand from gas 

engines is increasing more and more. This drives a trend towards gas 

engines with a larger cylinder output and thus requiring a higher 

mass fl ow rate of the gas admission valves. Miller valve timing is 

reducing the amount of time for gas admission and also the 

requirement for lower caloric fuel gases drive the demand for higher 

mass fl ow rates. Maintenance and overhaul of gas admission valves 

have been a labor intensive activity. Complete valves have to be taken 

of the engine, with complete disassembling of the electrical 

connections. Critical stack up tolerances made it diffi cult to recondition 

existing valves after several thousand of hours of operation. 

The design has been changed to accommodate on engine replacement 

of critical parts. The paper will describe the design of a valve that both 

can deal with higher differential pressures and also can be maintained 

much more user friendly at lower operational cost. 

A new technology electronic ignition which 

eliminates the limitations of traditional 

ignition systems 

J. Lepley, Altronic Inc., USA, 

K. Brooks, D. Bell, Altronic, LLC, USA 

Electronic ignition systems remain the standard for internal 

combustion engines today, in spite of the best efforts of researchers 

worldwide to fi nd alternatives. The allocation of so much R&D effort 

to fi nd a replacment for the electronic ignition system is in part driven 

by a number of limitations in the current electronic ignition systems 

which have been seen as diffi cult, if not impossible to overcome. A 

new approach to electronic ignition will be described and its ability 

to overcome the various ignition limitations of the past described and 

demonstrated. The intention of this presentation is to show that in 

terms of electronic ignition systems ’The best is yet to come’. 

Development of pre-chamber spark plug for 

gas engine 

K. Yamanaka, Denso Corporation, Japan, 

S. Nishioka, Denso Europe B.V., Netherlands, 

Y. Shiraga, S. Nakai, Osaka Gas Co., Ltd., Japan 

Recently, CHP (Combined heat and power) systems are receiving 

attention because of effect they have on reducing CO 2 emissions. This 

is especially seen in the increasing number of gas engines used that 

full into the 5kW (residential use) – 10MW (industrial use) range. 

Many large gas engines (2MW or above) have prechambers already 

installed in the combustion chamber. The fl ame ignition discharged 

from the prechamber can achieve a high thermal effi ciency by creating 

rapid and stable combustion in a super lean gas mixture area. 

However, many medium gas engines (2MW or smaller) have open 

combustion chambers, and the fl ame kernel is formed by the single 

spark plug discharge. Therefore the lean gas mixture area is restricted 

to only the spark plug discharge, and improving thermal effi ciency is 

generally harder than in pre-chamber engines. Therefore, we designed 

a spark plug with its own pre-chamber (hereinafter PC plug), to 

achieve improved fl ame ignition for open-chamber engines similar 

that of the pre-chamber engine. The goal of this research is to improve 

thermal effi ciency by expanding the lean misfi re limit of the openchamber 

engine by only changing the spark plug and the engine 

calibration without needing to change the entire ignition system. If 

this is accomplished, running cost can be reduced without increasing 

the initial costs. However, the combustion characteristics depend on


the specifi cations of the PC plug and the fl ame ignition mechanism 

has not been clarifi ed. Hence the purpose of this study is to improve 

the thermal effi ciency of the engine up to the target value after 

clarifying the specifi cation of the PC plug which up to this point has 

not yet been specifi ed. 

• For this purpose, the combustion mechanism of the PC plug 

was verifi ed using a visible engine and CFD analysis. 

Based on these test results, prototypes of the PC plugs were made 

and then combustion period, COV, and thermal effi ciency were 

compared using a supercharged single cylinder engine. 

• Based on the results, it has been concluded that internal volume, 

diameter of orifi ce and sparking position greatly contribute to the 

combustion characteristics of the engine. The PC plug with the 

optimum combination of the above mentioned there factors 

achieved a thermal effi ciency value 1% higher than a conventional 

plug under 1.9Mpa of Pmi. In addition, it enhances lean limit value 

ramda from 1.8 to 1.85. 

• Enlarging the internal volume can allow the proper amount of 

fuel to fl ow into the prechamber. Reducing diameter of orifi ce 

increases the power of the fl ame jet. An optimized spark position 

was able to eliminate the infl uence of the residual gas forecasted by 

CFD, which ultimatly resulted in high ignitability. 

• The above results show that the PC plug can be designed to 

reach the targeted thermal effi ciency level in an open-chamber 

engine. However, because combustion characters differ, the next 

target is to achieve a wider coverage of engines with minimum 

changes to the PC plug. 

The gas engine of the future – Innovative 

combustion and high compression ratios for 

highest effi ciencies 

J. Klausner, C. Trapp, H. Schaumberger, M. Haidn, 

J. Lang, GE Jenbacher GmbH, Austria 

Gas engines are expected to play an increasingly important role 

within a trend towards decentralized energy supply worldwide. 

Today’s gas engines have already reached a high level of effi ciency 

thanks to lean burn combustion strategy and Miller/Atkinson valve 

timing in combination with steadily increasing compression ratios. 

However, the pressing need to further increase engine effi ciency, 

with the target to maximize the energy harvest from various types of 

gas, requires further progress. This paper describes a new highpressure 

turbo charging approach with advanced Miller/Atkinson 

timing. By increasing the turbo charger effi ciency and pressure ratio, 

the Miller/Atkinson cycle’s potential is more fully exploited than 

was hitherto possible. The paper describes the modular changes in 

charging, valve timing, gas exchange, ignition and combustion of 

the development engines. 


(4–2) Diesel Engines – Tribology II 

Cylinder lubrication – understanding oil 

stress in the low speed two-stroke diesel 

engine 

J. Hammett, J. L. Garcia, Shell Global Solutions GmbH, 

Germany, 

F. Micali, M. F. Weber, Wärtsilä Switzerland Ltd., 

Switzerland, 

A. De Risi, University of Salento, Italy 

The concept of oil stress in a low speed two-stroke diesel engine has yet 

to be tackled in the same way or depth as it has been in the four-stroke 


engine. The present work illustrates a predictive model for cylinder oil 

stress in low speed two-stroke diesel engines based on the results from 

several enginetest campaigns. The experimental investigation has been 

carried out on Wärtsilä large bore marine diesel engines equipped 

with several lubrication oil systems and on the Bolnes 3(1) DNL 

170/600 research engine from Shell Global Solutions (Deutschland) 

GmbH. Acquired experimental data regarded both cylinder oil 

sampling techniques, chemical and physical laboratory analysis of the 

oil samples and optical technique to quantify the amount of oil blown 

off though the inlet ports from the piston ring pack. Relevant differences 

in used cylinder lube oil properties between samples gathered with 

different techniques have been found. The paper will describe these 

fi ndings and will propose an innovative way of looking at oil stress 

analysis in two-stroke engines. 

The piston-running behaviour monitoring of 

large bore low-speed marine diesel engine 

at sea by measurement of piston ring oil 

fi lm thickness and iron content in cylinder 

drain oil 

Y. Saito, T. Yamada, IHI Corporation, Japan, 

K. Moriyama, Diesel United, Ltd., Japan 

In low speed two stroke diesel engines, the scuffi ng problem of the 

cylinder liners and the piston rings is one of the most important 

subjects in order to secure reliability due to the high cylinder pressure 

and the low quality fuels in these days. On the other hand, the 

reduction of cylinder oil feeding rate is required because of the 

reduction of ship operation cost. Therefore, achieving coexisting of 



the high reliability and low cylinder oil feeding rate are the very 

important subject for engine builders. The study for revealing the 

factors which affects to the lubricating conditions of piston rings and 

cylinder liners are effective to develop the new highly reliable and 

low operation cost engine. This paper describes the long term 

continuous measurement results of the oil fi lm thickness, the contact 

electric resistance between the piston rings and the cylinder liner, the 

iron content in cylinder drain oil, and the pressure between piston 

rings. The oil fi lm thickness and the contact electric resistance are 

measured with newly developed sensors, and they are measured 

with same sensor by switching the electric circuit. The low speed twostroke 

diesel engine for the 280,000 t VLCC was selected for this 

measurement. The special 28 sensors which are made inhouse are 

installed into the drilled holes at the cylinder wall, and the 

circumference direction and stroke direction oil fi lm thickness 

distribution are measured. Automatic continuous measurement 

enabled to collect huge data under various engine operating 

condition during two years. The factors which affect to the long term 

oil fi lm thickness variation trend after maiden voyage, the factors 

which affect to the short term variation in oil fi lm thickness, contact 

condition between piston rings and cylinder liner, and the iron 

content in cylinder drain oil are clarifi ed by the data analysis. 

According to the factors, the actual method to improve the sliding 

condition of piston rings and cylinder liners are studied. As a result, 

the reason why the wearing speed of the coating of the 2 nd and 4 th 

piston ring is different, the infl uence that differential pressure at the 

piston rings and its variation exerts on the sliding condition, and 

other useful mechanism have been clarifi ed. 

Intelligent monitoring of journal bearings 

A. Valkonen, J. Juhanko, P. Kuosmanen, Helsinki 

University of Technology, Finland, 

J. Martikainen, Mikkeli University of Applied 

Science, Finland 

Journal bearing are used in demanding applications in mechanical 

engineering like in internal combustion engines and heavy rolls in 

paper and steel industry. The main guidelines in design of journal 

bearing are to avoid wearing of sliding surfaces and to keep power 

loss caused by friction reasonable. Therefore, the sliding bearings 

are typically designed to operate at hydrodynamic lubrication 

conditions. During the hydrodynamic lubrication, the pressure 

formed on the lubrication fi lm by sliding separates the bearing and 

the shaft and, thereby, keeps the wear and friction at low levels. In 

research and industry there is a great demand to fi nd a sensor which 

measures the real pressure of the lubrication fi lm and which could 

be used under demanding conditions, for example in bearings of 

an operating internal combustion engine. This measuring 

information could be used in online monitoring. In addition, 

measurements of the thickness and pressure of the lubrication fi lm 

could be used to verify the results of bearing simulation. The main 

aims presented in this paper were to introduce methods for 

measuring of the thickness and pressure of the lubrication fi lm, and 

to demonstrate the feasibility of optical pressure sensors for 

measuring the oil fi lm pressure. The vision in developing more 

sophisticated machine elements like intelligent journal bearings is 

to be able to indicate the key parameters continuously. This is 

required also in intelligent condition monitoring. The results 

proved that thin fi lm pressure sensors could measure quite 

accurately the real fi lm pressure. Measurement is easy to carry out in 

test bench and possible also in demanding environment like 

combustion engines. Anyway, the method is still new and 

manufacturing of sensors requires special technology, which is 

expensive in low quantities. Sensors are also damaged if thin 

insulator fi lm is worn out. Next steps are to prepare a full scale 

36 


sliding bearing and make the tests in dynamic bearing test rig. 

Optical sensor operated well in test conditions with high bearing 

loads, speeds and operating temperature. The relative errors in the 

measurement of the oil fi lm pressure was about ±5%. Signifi cant 

differences between the measured and simulated oil fi lm pressure 

distributions were found. Typically, the measured area of high 

pressure in the lubricating oil fi lm was wider than the simulated 

one. The results can be used in the development and validation of 

mathematical methods in hydrodynamic journal bearing research. 

The Universal concept: the lubrication 

solution to 2020 and beyond 

D. Lancon, V. Doyen, Total Raffinage Marketing, 

France 

Current IMO regulations have led ships to burn bunker fuel of 

varying sulphur contents. Future emissions regulations are likely to 

mandate the use of more extreme fuels with strongly varying 

composition and combustion quality. The drive to design engines 

with more power per cylinder, the advent of the electronically 

controlled engine and the push to minimize cylinder lubricant feed 

rates, all add pressure that is further increasing the performance 

constraint on the lubricant. An in-depth understanding of the 

neutralization mechanism and the interactions between two-stroke 

slow speed engine operation and the lubricant behaviour (1,2,3) led 

Total Lubmarine two years ago to introduce Talusia Universal. The 

formulation of this lubricant avoids the necessity for the ship 

operator to switch cylinder lubricant when changing from high to 

low sulphur fuel (4). The knowledge built with the Universal 

concept is now being extended to fi t the upcoming emission 

regulations planned for the period 2015 to 2020 and beyond. Base 

Number levels will decrease, yet antiwear, thermal stability, resistance 

to deposit formation and detergency need to be maintained to 

ensure good engine operation and long term reliability. This paper 

details several novel technical aspects related to our understanding 

of the degradation mechanism from new cylinder lubricant to drain 

oil. Deposits found in drain oil, are representative also of these 

found in the piston ring packs, and are of great interest in their 

understanding. They provide information on the transformation of 

cylinder lubricant during its passage down the liner wall and its 

degradation into drain oil. An in-depth identifi cation of the chemical 

nature and size distribution of particles, down to a nanoscale, is 

applied. Thanks to these result, a laboratory procedure has been 

developed to mimic the formation of these deposits. One further 

step is to determine the hardness of these deposits, which can differ 

from one formulation to another one. The paper then reviews how 

the lubricant formulation can interact with the degradation 

mechanism to maintain a safety margin from the top to the bottom 

of the cylinder liner. It fi nally proposes the Universal concept as a 

sustainable lubricating solution from now to 2020 and beyond. 

This concept allows the lowering of BN whilst maintaining effi cient 

neutralization and avoiding excessive wear. 

1 “From fresh cylinder lubricant to drain oil – an evaluation of its 

performance profi le” by D. Lancon, J.- M. Bourmaud and E. Matray, 

ISME Conference Tokyo 2005 

2 “Advanced applied research unravelling the fundamentals of 

2-stroke engine cylinder lubrication – an innovative on-line 

measurement method based on the use of radioactive tracers –” by 

V. Doyen, R. Drijfholt and T. Delvigne, CIMAC Conference Vienna 

2007 

3 “Engine operating and mapping – the next step in drain oil 

analysis” by D. Lancon, accepted for publication at ISME Conference 

Busan 2009 

4 “Talusia Universal: the perfect fi t” by J.-P. Roman, Marine 

Propulsion Conference London 2009





Diesel Engines – Medium Speed Engines II 

Continuous development of Hyundai 

HiMSEN engine family 

J. K. Park, K. H. Ahn, J. T. Kim, E. S. Kim, Hyundai 

Heavy Industries. Co., Ltd., Republic of Korea 

Since the fi rst announcement of HiMSEN H21/32 in 2001, 

Hyundai Heavy Industries (HHI) has been continuously 

developing new diesel engine models of H25/33, H17/28, 

H32/40, H32/40V and gas engine models of H17/24G, 

H35/40G, H35/40GV and compact diesel engine models of 

H17/28E, H21/32E as a part of HiMSEN family. All above 

engines have been developed with HiMSEN engine concept of a 

PRATICAL engine by Hi-Touch and Hi-Tech and some new 

diesel, gas, and dual fuel engine models are under the 

development with more improved HiMSEN concept for various 

application. Current HiMSEN diesel engine can cover the output 

range from 575kW of 5H17/28 to 10,000 kW of 20H32/40V 

and application of HiMSEN engine is marine genset, marine 

propulsion, and land based power plant. For marine application 

HiMSEN diesel engines have been continuously developed to 

meet the IMO NOx Tier II regulation which will come into force 

from January 2011 based on vessel keel laying date. And output 

power per cylinder of some HiMSEN engine models will be 

increased with adoption of IMO Tier II design. HiMSEN gas 

engine models have 520kW of 5H17/24G to 9600 kW of 

20H35/40GV output range for land power plant. The electronic 

(digital) fuel injection control (injection timing and amount) 

system for HiMSEN engine family was developed and a Hyundai 

own designed intelligent engine control system (HiMSEN 

Engine Control System: HiMECS) is under development. For 

the stricter future environmental requirement like IMO NOx 

Tier III regulation, some local restriction, HHI already has 

several economic and eco-friendly technologies, i.e. HHI’s 

unique SCR (Selective Catalytic Reduction) system and ChAM 

(Charge Air Moisturizer) system. In addition EGR (Exhaust Gas 

Recirculation) system is under the development for HiMSEN 

diesel engine. This paper describes the continuously developed 

HiMSEN engine family and HHI’s emission abatement 

technologies to meet the rapidly changing market demands and 

circumstances. 

Latest developments in Wärtsilä’s 

medium-speed engine portfolio 

K. Heim, Wärtsilä Corporation, Switzerland, M. 

Troberg, Wärtsilä Corporation, Italy, 

R. Ollus, M. Vaarasto, Wärtsilä Corporation, 

Finland 

Customer needs in operational economy and lifecycle cost, as 

well as the extending regulations in emissions and safety, are 

setting the goals and boundaries for engine development today. 

To meet those goals and boundaries, the development of 

Wärtsilä four-stroke engine portfolio has been focusing for the 

past few years on the introduction of new engines and the 

development of new technologies and existing products. In the 

lower output range, the Auxpac 26 and an upgrade of the 

Wärtsilä 26 have been introduced, sharing the same basic engine 

design. The 26cm bore Auxpac engine supplements the 

successful Auxpac family of standardised generating sets with 

easy installation, commissioning and operation. For higher 

Wednesday, 16 June Thursday, 17 June 

powers, the Vee-form confi guration of the 46F engine is now in 

the pilot release phase. Confi gurations with 12 and 16 cylinders 

have been designed for marine applications with attached 

turbochargers while a 20-cylinder version has been designed for 

power plants with separately mounted turbochargers. This 

paper also describes the latest updates in Wärtsilä’s gas engines, 

their technical features and main advantages. Their outputs 

range from less than 4 MW to more than 17 MW with low 

emissions, high effi ciency, reliability and proven technology. 

The 34DF is the latest, replacing the ageing 32DF. Offering fuel 

fl exibility, high effi ciency and low emissions it is ideal for 

marine applications as well as for land-based applications 

where fuel fl exibility is needed. Using the same well-proven 

technology as its predecessor, the new engine upgrades the DF 

engine to the same basis as the 34SG engine. The larger 50 cm 

bore, dual-/tri-fuel engine applies the same well-proven 

technology that is used in the smaller gas engines. It was the 

fi rst gas engine to enter the LNG carrier market competing with 

and offering advantages over gas turbines. It is also suitable for 

power plant applications. The main drivers for engine 

development are the further, more stringent emissions 

requirements for marine engines: IMO Tier II which will be in 

force in 2011 and Tier III in 2016. Tier II foresees a 20% reduction 

in NOx emissions as well as limitations for fuel sulphur content. 

Tier III will be a major step as the NOx emissions are to be 

reduced by 80% from today’s levels. The sulphur cap will go as 

low as 0.1% which means the variety of fuels used will be even 

further broadened. Various new technologies and designs have 

been developed to fulfi l present and coming emissions limits 

set by legislation. Development of existing common rail fuel 

injection systems and their introduction to new engine types 

are the main part of these technology packages. Variable Inlet 

valve Closing (VIC) is an important part of the IMO Tier II 

package on many of the engines. The next generation of engines 

will need a further developed control system to allow optimum 

tuning for the various load points. For IMO Tier III, exhaust 

aftertreatment will have a major role. However other advanced 

technologies, such as waste heat recovery and two-stage 

turbocharging will also impact future engine development. 

Introduction of the Caterpillar common 

rail on M32 engine family – operational 

experience 

S. Haas, Caterpillar Motoren GmbH und Co. KG, 

Germany 

To fulfi l the upcoming emission legislations the development 

of completely new combustion process supporting technologies 

is necessary. One of those technologies is a fully fl exible injection 

system with regard to injection timing and injection pressure to 

be able to adjust best engine performance to the respective load 

point and emission level. To achieve this target Caterpillar 

selected the solution of a relatively simple single fl uid common 

rail system comprising an electronically controlled fast injector 

enabling multi injections. As our today’s engines are able to 

reach IMO II emission levels combining a standard engine with 

FCT technology Caterpillar sees a clear need for common rail in 

future to support additional emission reductive measures. In 

the year 2004 Caterpillar Motoren GmbH & Co. KG in Kiel 

started to develop a HFO-suitable common rail injection system 

for their entire engine family. This system is called Caterpillar 

Common Rail (CCR). The fi rst engine type to be started with 

was the M32C. M25C and M43 are the fi rst followers. The CR 

system for the M32C engine type bases of LÓrange concept 

what was adapted according to Caterpillar’s safety, reliability 


37


and performance standards. In March 2008 a type approval on 

a 8 M32 C CR was conducted successfully and three month later 

the fi rst 9-cylinder engine was retrofi tted in the fi eld. Meanwhile 

more than 4500 running hours were collected successfully. The 

following article will give some insights of operational 

experience and lessons learned so far. 

The 32 bore engine program from MAN 

Diesel-SE - the fl exible adaption in terms 

of concept and layout in the propulsion 

and stationary market for diesel- and gas 

operations 

W. Bauder, C. Vogel, G. Heider, C. Poensgen, MAN 

Diesel & Turbo SE, Germany 

The main target of the engine development is to fulfi l the 

emission legislation together with higher specifi c power output 

and at the same time lower fuel consumption and emissions. 

Therefore on basis of the well-established V32/40 engine, 

which is introduced in the market since 1994 with a high 

number of units, the engine concept for the series of the 32bore 

was comprehensively revised. Furthermore a 20-V version 

has been integrated in the engine program. As a result the new 

32/44 CR engine can be used among other purposes as ship 

main engine, offshore-genset and also in the power station 

range. With a per-cylinder output of 560 kW and an ignition 

pressure of 230 bar the engine has an unique selling position 

characteristic within the medium speed large diesel engines of 

the 32-bore class. Special attention on the combustion process 

development in the course of compliance with the emission 

regulations is directed toward the reduction of greenhouse 

gases, like CO 2 . Temperature points during the combustion 

above 90% are responsible for the formation of NOx. Therefore 

MAN Diesel develops different technologies to prevent the 

forming of NOx in the combustion chamber and at the same 

time to reduce the fuel consumption respectively to improve 

the effi ciency of the engines. As a further emission-reducing 

measure the modular engine concept, beside the proven 

technologies, as the CR-injection and MAN own engine control 

SaCoSone, is now equipped with a variable valve system. By 

means of the so-called Millertiming this system contributes to 

the internal-engine NOx reduction. Thereby the engine can be 

fl exibly adapted to the respective engine operating conditions 

both for today´s and future emission requirements in the best 

way. The paper shows the modifi cations of the fuel combustion 

process developed for this engine which has the potential to 

optimize NOx – SFOC soot trade off without engine-external 

measures. Furthermore the engine architecture of the cam shaft 

concept was intensively adjusted. The construction layout 

between L- and V-engine was extended regarding the respective 

applications. In accordance to MAN Diesel philosophy 

technical innovations are used by the customer only, if already 

tested in house or in the fi eld test successfully. The current 

results of the engine operating values as well as the validation 

of important technology innovations, like Common Rail and 

VVT system, are represented in this paper. As a consistent 

further step on basis of the series of the V32/44CR the concept 

for a pure gas engine was developed. Objective with the 

development of the gas engine the existing engine concept had 

to be modifi ed so the requirements for a pure gas-engine 

operation for a power plant under utilization of all possible 

degrees of constructive freedom could be realized. The paper 

gives an outlook on future gas engine concepts and the 

substantial modifi cations for gas engine architecture. 

38 




Diesel Engines – PM / Smoke 

PM emission from ships – how to measure 

and reduce PM during voyage 

K. Maeda, M. Tuda, M. Hori, National Fisheries 

University, Japan, 

K. Takasaki, Kyushu University, Japan, 

G. Kon, National Institute for Sea Training, Japan 

The issue of particulate matter measurement and reduction 

techniques has been widely discussed in the automotive sector and 

the developed measures are applicable to small size, high speed 

engines. Engines in the marine sector, however, show signifi cant 

differences compared to automotive engines not only regarding its 

size but also in regard to total power output and fuels applied. Marine 

diesel engines cover a wide operating range (low speed, medium 

speed and high speed engines) which may have different effects in 

PM generation. Further the application of multiple fuel types, such as 

marine diesel oil (MDO) and heavy fuel oil (HFO), which properties 

and characteristics differ greatly from standard gasoline or diesel used 

in small size engines, are believed to have signifi cant infl uence in PM 

emission. PM emission measurements according to the ISO method 

are applicable to exhaust fromfuel combustion with a fuel sulfur 

content of less than 0.8%. Most of the fuel used in ship engines, 

however, is represented by HFO with a sulfur content of more than 

0.8%. Therefore a new method of measuring the PM emission from 

engines using high sulfur fuels should be developed and investigated, 

using dilution tunnel measurements. Experiments: 

(1) A new PM measurements system has been developed by means 

of dilution tunnel measurements, which is valid for the application of 

fuels with sulfur content of above 0.8%. The system is applicable for 

low speed engines as well as for medium speed engines. Moreover, 

the apparatus is portable to allow direct onboard measurements. 

(2) The measurements system has been applied to the test ship 

“Seiun Maru” (116 m in length and 5890 GT in weight) equipped 

with a Mitsui MAN B&W 6L50MC engine with a power output of 

7722 kW running at 148 rpm. PM measurements from two types of 

fuels (MDO and HFO) have been conducted and compared at 25%, 

50% and 75% load conditions. Further the ratio of PM components, 

namely dry soot, soluble organic fraction (SOF) and sulfate, is 

examined by PM components analysis in order to examine the origin 

of the PM components. 

(3) A Diesel Particulate Filter (DPF) has been developed and 

investigated in order to reduce PM emission from ships. The DPF is 

mounted in the exhaust transfer line, fi ltering the PM components of 

the exhaust gas. 

Results: 

(1) The portable PM measurement system by means of dilution 

tunnel measurements assures an accuracy of +/- 2% for onboard 

measurements of all load cases and the application of MDO and 

HFO. 

(2) The comparison of the PM emission of MDO and HFO 

combustion at 25%, 50% and 75% has confi rmed an emission level 

of 0.51-0.57g/kWh for MDO and 1.08-1.54g/kWh for HFO. 

(3) The percentage of dry soot in the PM is small for fuel with high 

sulfur content due to the proportionality between sulfur content and 

sulfate percentage in the PM. It has been confi rmed that PM emission 

from low speed engines is mainly composed of SOF and sulfate. 

(4) The DPF is successfully applied to fi lter dry soot, however 

unable in SOF and sulfate fi ltering from the exhaust gas. Therefore the 

following measures to reduce SOF and sulfate are proposed: The 

authors believe that SOF in the PM mainly results from the lubrication 

oil and could be reduced by applying new cylinder lubrication



systems. Sulfate in the PM is directly related to the sulfur content of 

the fuel and could be reduced by applying low sulfur fuels. 

Chemical and physical characterization of 

exhaust particulate matter from a marine 

medium speed diesel engine 

J. Ristimaki, G. Hellén, Wärtsilä Finland Oy, Finland, 

M. Lappi, VTT, Finland 

During the last decades, the increased awareness of adverse health 

effects of polluted environment has resulted in a number of legislative 

measures to decrease the pollution levels from different emission 

sources. As airborne pollution is not limited by national borderlines, 

international co-operation is required. Example of one such 

international cooperation is the forthcoming 

IMO regulations that will limit the fuel 

sulphur content at sea. The decrease in fuel 

sulphur content will have an effect on 

especially SOx and particle emissions. The 

decrease in the fuel sulphur content will 

evidently decrease the ISO8178 defi ned 

particulate mass emitted by shipping as large 

fraction of the particulate matter emission, 

during residual fuel operation, is sulphate 

and associated water – which are directly 

derived from the fuel sulphur. However, 

particulate emission consists of many 

different constituents and the composition 

of particulate matter is signifi cantly changed 

when switching to low sulphur distillate 

fuel. In this paper, the chemical composition 

and physical properties of particulate matter 

is studied as a function of fuel quality (one 

distillate and two residual fuels) and engine 

loads (high, medium, low loads). Particulate 

emission was fractioned to elemental and 

organic carbon, sulphates and associated 

water and ash. Chemical fractioning revealed 

that the emission of all components did not 

decrease when switching from heavy to 

distillate fuel. One such component was 

elemental carbon. Taking into account the 

recent scientifi c studies [1] suggesting that 

the decrease in sulphate concentration of 

particulate emissions may actually increase 

the lifetime of particulates in the atmosphere 

and contribution of elemental carbon to 

global warming [2], the net benefi t from a 

fuel sulphur restriction, in terms of improved 

air quality and global warming, may be 

different as previously anticipated. When 

operating on typical marine fuels the 

particulate measurement result of ISO8178 

is dramatically affected by the dilution factor. 

Results showing this infl uence will be 

presented, concluding that ISO8178 

particulate measurement method seems to 

have signifi cant drawbacks for regulative 

purposes as the measured particulate result 

will vary a lot with the dilution ratio chosen. 

The investigation was performed by Wärtsilä 

in cooperation with VTT Technical Research 

Centre of Finland and was partly fi nanced by 

Tekes – the Finnish Funding Agency for 

Technology and Innovation. 


Particle number emission from high speed 

diesel engine with state-of-the-art exhaust 

gas after treatment system 

S. Okada, Y. Kawabata, T. Saeki, Y. Takahata, 

M. Okubo, Yanmar Co., Ltd., Japan, 

J. Senda, Doshisha University, Japan 

For the sustainable development with the human activity, more and 

more stringent emission regulations are mandated not only to the 

automotive engines but also to the marine and industrial engines 

which are so-called off-road engines. Engines themselves are making 

innovative progress with the clean combustion techniques, such as 

homogeneous charge combustion (HCCI), low temperature 

combustion and so on. As for the NOx emission, IMO MARPOL 

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39


ANNEX VI came into effect in May 2005. However, a more stringent 

NOx emission level is needed to be achieved for IMO Tier II emission 

regulation in 2011 which requires approximately 20% less NOx 

emission level from IMO emission regulation. Further more NOx 

emission regulation IMO Tier III would be applied in 2016, which 

claims approximately 80% less NOx emission against IMO NOx 

emission level. For attaining dramatic NOx emission reduction, 

exhaust gas recirculation (EGR) or NOx after treatment systems would 

employ as on-road engines. As for the particulate matter emission, 

stringent emission regulations are mandated especially for passenger 

cars, trucks, and some sorts of off-road engines. Currently, particulate 

matter emissions are mainly evaluated with the fi lter weighing 

method based on the mass collected on fi lters obtained by sampling 

in the diluted exhaust. From the view point of human health, socalled 

nano-particle is thought to be nuisance because it could reach 

deeper lung tissue. New emission regulation for PM number density 

will be introduced for passenger car since Euro 5b (2011). Such new 

regulation for heavy duty engine is under review in PMP (Particle 

Measurement Program). These stringent emission regulations, which 

might require diesel particulate fi lter, make exhaust gas containing 

less particles in particle number. If particulate matter emission from 

on-road engine were reduced dramatically and particulate matter 

emission from marine and off-road engine were majority, it is quite 

important to know its emission trend. However, it is diffi cult to 

measure and evaluate particle number density in the exhaust gas, 

because it deeply depends on the measurement conditions. Thus, 

many researches have been done and then one guideline for the 

measurement was proposed by PMP. A series of experiments were 

conducted on a high speed research diesel engine with diesel 

particulate fi lter and a De-NOx catalyst system (Urea-SCR). Micro 

dilution tunnel was used for PM measurement with conventional 

fi lter method. Particle number counting system (PMP recommended 

system) was used to make stable particle number measurements 

possible. The instruments yields data of particle number for a particle 

size range from 23 to 3000 nanometers. Gaseous emission analysis 

and soxhlet extraction analysis were employed to examine the exhaust 

emission. The data presented covers whole operating conditions 

including the operating modes of E3 and D2. Even at the same engine 

operating condition, particle number emission was changed with 

changing dilution air temperature. However, stable results were 

obtained with PMP recommended measurement condition. Changes 

in particle number emission according to the variation in engine 

operating conditions can be seen with E3 and D2 mode. This 

illustrates that the physical characteristics of PM is dependent on the 

engine operating conditions. Slight increase in particle number was 

observed with urea rich operation. However, dramatic reduction in 

particle number can be seen at tail pipe end measurement point. 

These results could give us a prospect of the future marine and 

stationary diesel engine from the view of particle number emission. 

Swirl combustion system for low smoke and 

particle emissions 

R. Turunen, VTT, Finland, C. Wik, A.-H. Selvaraj, 

Wärtsilä, Finland 

In large diesel engines, mixing of fuel and air in the combustion 

chamber is usually generated by turbulence caused by the fuel jet. At 

low loads, with conventional fuel injection systems, the injection 

pressure is, however, low resulting in weak turbulence and large 

droplet sizes. This is considered a main reason for high smoke and 

particle emissions at low load in large diesel engines. A concept with 

increased horizontal swirl in the combustion chamber of a mediumspeed 

diesel engine by modifi cation of the intake air channel shape 

has been developed for solving problems mentioned above. 

Subsequently, proper modifi cations in combustion chamber shape 

40 


and fuel injection spray pattern, for avoiding fuel jet – cylinder liner 

wall contact, has been performed utilising a CFD tool to optimise 

whole engine performance. A so called squish effect has been achieved 

with the new deep-bowl piston top intensifying the horizontal swirl 

and, at the same time, generating a vertical swirl motion. This effect is 

stronger, the smaller the clearance between the piston top and the 

cylinder head at top dead centre is. This means that in order to utilise 

it the most, a short valve overlap period has to be applied a well. 

Engine test result comparisons between a standard medium-speed 

diesel and a swirl combustion system will be presented in the paper 

together with aspects to consider when designing an optimised swirl 

combustion system. CFD results from the combustion chamber 

optimisation process will also be reported. This paper gives a picture 

regarding limitations in engine internal means for pressing down 

particle and smoke emissions at heavy fuel oil operation. This project 

has been a part of the Tekes – National Technology Agency of Finland, 

fi nanced LOSPAC project. 




Gas Engines – Operating Experience 

Operational experience of the 51/60 DF from 

MAN Diesel SE 

N. Boeckhoff, G. Heider, P. Hagl, MAN Diesel & Turbo 

SE, Germany 

The 51/60DF engine is a new development of the MAN Diesel SE. The 

design of the engine had to consider the market requirements for 

marine and stationary applications. Driven by those market 

requirements the focus of the development was pointed on the 

effi ciency, emissions and fuel fl exibility and a wide range of application 

possibilities. The fi rst prototype engine started its test run in 2006. 

During the one and a half years of testing period the engine 

components and engine parameters were optimized to fulfi ll the 

costumers demands. In addition, new technologies like a turbocharger 

with variable turbine area were introduced and tested. The fi nal design 

was introduced to the serial production engines. The fi rst inline 

engines for a 174,000m 3 LNG carrier passed successfully the factory 

acceptance test in December 2008 followed by 18 V 51/60DF engines 

for a stationary power plant in 2009. In addition, an existing 48/60 

engine which ran more than 80,000 operating hours with HFO was 

converted to the 51/60 DF technology. This power plant in Portugal 

allows MAN Diesel SE to get fi eld experience and to validate the 

51/60DF technology. The paper will give an overview about the 

achieved results of the prototype engine operating on liquid fuels and 

gaseous fuels. The test carried out showed a very good engine 

performance while switching from liquid fuel to gas operation. Even 

using HFO as fuel, the MAN engine control was optimized, so that a 

direct change over without using an intermediate fuel for cleaning the 

combustion room is possible. After more then one year of operation 

the fi eld test engine is now showing an outstanding availability of 

97%. 

Wärtsilä dual fuel (DF) engines for offshore 

applications and mechanical drive 

K. Portin, Wärtsilä Finland Oy, Finland 

Fuel fl exibility has been and will be to a higher extent utilised in 

offshore applications and in the shipping industry. In order to meet 

this demand, Wärtsilä has been developing engines that are capable 

of using both gas and liquid fuel as fuel since 1987. In 1996 Wärtsilä



started to develop a lean burn dual fuel engine (DF). Today Wärtsilä 

has a product range for the DF engines ranging from 800kW to 

17,550kW. The dual fuel engine has the ability of combining the 

benefi ts from operation on both diesel and gas. In diesel mode, the 

engine is able to operate with a high effi ciency and at the same time 

meet the demands regarding NOx emissions and variation in load. 

In addition to this, the engine can be operated on both marine diesel 

oil as well as heavy fuel oil. In gas mode the engine has an even 

higher effi ciency and the NOx emissions are already at such a level 

that it will meet the coming demands for the marine industry. In 

order to meet the demands from the market, Wärtsilä is continuously 

developing the dual fuel engines regarding ability to operate in gas 

mode at the highest performance when the gas quality is changing. 

The dual fuel engine must be able to work with the highest 

performance though the fuel quality is changing. The paper will 

show how the engine can adapt to the fuel and thus be operated with 

a high performance. The demand for mechanical drive for the dual 

fuel engines is also growing in order to have an easy installation 

combined with a wide operation range regardless of the fuel. The 

mechanical drive for Wärtsilä 34DF and Wärtsilä 50DF is being 

developed and the paper will show features that are crucial for a dual 

fuel engine operating on a variable speed with a high demand on 

loading capabilities. Test results from operation on variable speed as 

well as load acceptance performance will be shown. 

Experiences on 1 to 6 MW class highly 

adaptable micro-pilot gas engines in one 

hundred fi elds and over fi fty thousand 

running hours 

S. Nakayama, S. Goto, T. Hashimoto, S. Takahashi, 

Niigata Power Systems Co., Ltd., Japan 

Niigata has a success story about original micro-pilot gas engines that 

are high-density gas engines with BMEP of 1.96MPa. Niigata 22AG 

series have been applied as the key hardware in cogeneration systems 

in Japan since 2002. The total delivered number is over 100 units, and 

generating power is over 200MW. The 22AG series consist on in-line 

type 6, 8, V-type 12, 16, 18 cylinders, which cover from 1MW to 3MW. 

Most of all engines have been in operation approximately 8000 hours 

at BMEP 1.96 MPa continuously in a year. The fi rst delivered three 

8L22AG engines have since been operated continuously every day, 

which the running hour per year corresponds to 8000 hours. There 

were no serious problems until now, July 2009. The total operation 

time is 55,000 hours and minimum engine stop maintenance interval 

is 4,000 hours as scheduled. The engineering fi ndings that the 

performance of various fi eld applications and their operation history, 

durability of engine parts are described in this paper. Field results for 

one-year experience of our 6 MW class 28AG type gas engines, which 

were delivered in 2008, are also described. In Japan, specifi c operation 

and special adjustment for individual cogeneration system is required 

according to the unique power supply circumstances. Niigata 

cogeneration system based on AG series gas engine has been 

progressing to have robustness in order to meet these individual 

requirements. Some specifi c examples are introduced here. In some 

region, commercial electric power failure occurs by thunder sometimes 

and it is a big risk for customers production. When service electricity 

happens to stop suddenly, normally engine-generating system is 

stopped according to the reason of grid system. AG cogeneration 

system can survive for such case with still keeping power generating. 

This robust operation can provide the safety plant running, for 

example for chemical plant being desired to keep the reaction 

temperature constant. Figure 1 shows the time chart of the sudden 

load decrease from full load to 55% load. Some factories in Japan are 

located in the area like mountainous region where fuel gas pipeline 


networks do not spread enough and in such case LNG satellite supply 

fuel is used. Property of fuel gas evaporated from LNG is not always 

constant so the heating value varies with time. The property variation 

causes knocking phenomena. Highly reliable knocking control system 

with fast response is essential. Many gas engine generation systems do 

not only use the power generated by own gas engine systems but 

some quantity of commercial electricity. One of the customers needs 

is to keep the amount of commercial electricity consumption constant 

to low level. In some plant, the frequency of engine start/stop has to 

increase to cope with the power demand. The frequent start/stop is 

not good for the engine parts. Niigata patent; spark start micro-pilot 

system is clear function to secure frequent start/stop operation and 

quick power generation. 

Exploration of optimum design parameters 

for Miller-Cycle lean-burn gas engines 

D. Montgomery, S. Fiveland, S. Vijayaraghavan, H. 

Sivadas, M. Willi, Caterpillar Inc., USA 

Gas engines for stationary applications are rapidly expanding in 

popularity. In order to continue this trend, widespread attention is 

being paid to extend operating modes to enable higher effi ciency 

whilst maintaining detonation margins. A strong enabler of high 

effi ciency in lean burn gas engines is Miller cycle. The limits of Miller 

cycle operation are often imposed by production hardware limitations 

and valve-train dynamics. A study was undertaken to explore the 

fundamental limitations of Miller cycle operation. This paper explores 

the boundaries of Miller cycle performance augmentation in gas 

engines. Fundamentally, Miller cycle is used to transfer work from the 

compression stroke of the piston to the turbocharger. This transfer 

reduces pumping losses during the compression stroke and takes 

advantage of exhaust enthalpy that is otherwise wasted. As more 

compression work is transferred, the potential for higher engine 

effi ciency increases. Unfortunately, the exhaust stroke pumping losses 

increase with increasing Miller effect. Thus, an optimum exists where 

the exhaust pumping losses start to outweigh the gains extracted by 

decreasing the work done during the compression stroke. Using a 

proprietary Gas Engine Cycle Simulation code, the limitations of 

production engines were removed to explore the future feasibility of 

aggressive Miller cycle in lean burn natural gas engines. An optimum 

balance was found after manipulating turbocharger confi gurations, 

compression ratio and valve events. 


(9–1) Turbochargers & Turbomachinery – 

New Products 

New turbochargers for more powerful 

engines running under stricter emissions 

regimes 

P. Neuenschwander, M. Thiele, M. Seiler, ABB Turbo 

Systems Ltd., Switzerland 

The latest and coming rounds of emissions legislation for reciprocating 

engines in marine, stationary and mobile applications require much 

cleaner exhaust gas emissions. At the same time, demand for higher 

engine power density and reduced life cycle costs is steadily increasing, 

with the latter and the volatile price of fuel translating into the 

underlying requirement that improvements be achieved at unchanged 

or reduced specifi c fuel consumption. The possible technical solutions 

for meeting the targets described depend on the fi eld of application of 

the engines. These differ widely and, with its role as a central infl uence 

on the combustion process, decisively affect the demands made on - 


41


and by - the turbocharging system. The simultaneous achievement of 

emissions compliance, targeted power density and lowest specifi c fuel 

consumption are decisively affected by charge air pressure and 

particularly with low speed engines exhaust gas receiver pressure as a 

function of engine load and engine speed. Based on these values, the 

turbocharger air pressure ratio and effi ciency can be derived. Other 

parameters, like the specifi c volume fl ow of the compressor, variable 

elements of the turbocharging system and the design of the 

turbocharger itself, are mainly related to economics, servicefriendliness 

and reliability as well as to the physical restrictions 

imposed by fl ows and materials. In a fi rst step, this paper discusses the 

principal thermodynamic requirements of turbocharger design for 

diesel and gas engines with enhanced emissions, higher power density 

and optimised fuel consumption and how they have evolved for the 

three major engine types i.e. low, medium and high speed. In a second 

step, using the evolution of ABB’s A100 turbocharger generation as an 

example, the practical realisation of turbocharging systems for the 

fulfi lment of these requirements is described, including the product 

objectives reliability and service friendliness. The paper emphasises 

the new technical features against the background of future engine 

requirements but also justifi es the retention of well-proven principles 

from predecessor generations. Finally, the paper concludes with a 

summary of fi eld experience to date is given. 

TCA33 – the new MAN Diesel turbocharger 

for high-speed engines 

K. Bartholomae, E. Boelt, D. Balthasar, MAN Diesel & 

Turbo SE, Germany 

In summer 2008 the decision was made to develop a new turbocharger 

for MAN Diesel’s new high-speed engine 28/33D. This turbocharger 

should be tailor-made to the particular needs of this engine type. The 

development process should profi t from all advantages resulting 

from the fact that MAN Diesel engines and turbochargers are all 

developed under one roof so that the turbocharger is integrated to a 

great extent into the engine architecture. As MAN Diesel’s latest 

turbocharger the TCA33- 42 extends the TCA axial turbocharger 

series towards smaller power outputs. Being the smallest TCA 

turbocharger this turbocharger type combines the advantages of the 

well-established TCA and TCR turbocharger series. As forerunner for 

a new TCA 4- stroke generation the design includes all features 

necessary for fulfi lling the IMO Tier II regulations. The turbocharger 

TCA33-42 is characterized by a high power to weight ratio and high 

compactness. The requirement specifi cation also contained highest 

pressure ratios up to six in the peak as well as a low mass moment of 

inertia, high fl exibility for Tier I and Tier II applications to cover all 

cylinder numbers from 12V to 20V28/33D. Different rotors are 

installed in the same outlines for the different cylinder numbers in 

order to keep the mounting variants on the engine and hence the 

development effort for the engine customer at a minimum. As many 

modern diesel engines, the 28/33D is also designed for Miller timing, 

resulting in the demand of a high pressure ratio for the turbocharger. 

MAN Diesel has consequently developed special compressor wheels 

that also generate the best possible fl ow rate at a high pressure ratio. 

In comparison with previous turbochargers, the increased pressure 

ratio results in an increased air temperature and as a consequence to 

an increase of the compressor wheel component temperature. If, 

however, the use of aluminium as compressor wheel material instead 

of titanium should be continued, then the service life of the 

compressor wheel will be considerably shortened due to the 

accelerated material aging. An effi cient compressor wheel cooling 

counteracts this drawback. MAN Diesel developed a water cooling 

that utilizes the water from the engine circuit and has hence no 

infl uence on the thermodynamic parameters of the turbocharging 

unit. Two turbochargers TCA33-42 were mounted on an engine 

42 


20V28/33D and successfully tested already one year after starting the 

development. At the same time MAN Diesel carried out fundamental 

investigations and approval tests at the combustion chamber in 

Augsburg. The results of these fi rst operational experiences as well as 

the new design features of the new turbocharger are presented. 

Development of high-pressure ratio type 

turbocharger 

R. Murano, K. Nakano, Y. Hirata, IHI, Japan 

The raising of the environmental awareness in global scale over the 

past few years has lead to the discussion of the prevention of air 

pollution by exhaust gas from ship engines at International Maritime 

Organization (IMO). The discussion has been held at IMO for many 

years. And as a result, MARPOL Appendix VI was established, and the 

1 st stage emission regulation became effective in May 2005. The 

regulation value is agreed to be adjusted in every fi ve years, so the 2 nd 

stage regulation will become effective in Jan 2011. In the 2 nd stage 

regulation, NOx has to be reduced approximately 20% more, 

compared to the 1 st stage regulation. It is possible to achieve this 

desired value by applying mirror cycle timing, which is available by 

changing the intake air valve timing in the engine. And for 

turbochargers, higher pressure ratio will be demanded to take in 

necessary amount of suction air at shorter time. In addition to these 

technical demands related to environment, users also strongly require 

longer maintenance interval, easier handling, and reduction of life 

cycle cost, against turbochargers. Under these circumstances, IHI has 

developed the new radial type high-pressure ratio turbocharger based 

on a conventional type for 500kW class marine diesel engine. The 

main development items are the compressor wheel, the compressor 

housing with recirculation device, cooling system of the compressor 

back surface, and simplifi cation of maintenance. IHI improved 

pressure ratio from 3.8 to up to 5.0 at the engine operation point, by 

optimizing the compressor wheel, the diffuser, and also the 

compressor housing with recirculation device, by using CFD and so 

on. When rising compressor pressure ratio, the compressor wheel is 

heated up by the compressed air, and this gives negative effect on life 

duration of the compressor wheel. IHI solved this problem by 

developing a system to spray lubricant oil on the back plate by way of 

cooling the back plate and reducing the radiation heat transferred to 

the compressor wheel. A turbocharger for marine diesel engines 

requires easy maintenance by the users. This is because that a 

turbocharger is usually maintained several times by the users 

themselves while on the ship. To answer this request, IHI revised the 

design of the housings to make it simpler, and also applied ’seal bush’ 

type rotor. A ’seal bush’ type rotor separates the turbine side sealing 

part as a ’seal bush’ from the rotor, and is easily available to replace 

the sealing part for maintenance. These efforts have made IHI 

turbochargers more convenient than the conventional. IHI’s highpressure 

ratio type turbocharger which has succeeded in various 

developments, has already been adopted as a standard model by 

some engine builders, and is expected to show its high-performance 

in the global market. IHI is continuously developing series of this 

turbocharger for 300kW – 400kW smaller marine diesel engines. 

High performance of small turbochargers 

J. Klima, M. Vacek, O. Tomek, PBS Turbo s.r.o., 

Czech Republic 

The papers summarize the latest results for the development of 

turbochargers suitable for the latest generation of engines. The 

engines have to observe primary emission limits such as IMO Tier 

II, TALUFT, which will come into force soon. To meet these limits, 

most engine-makers have settled on the design concept of



- shortened compression in cylinder (Miller, Atkinson timing) 

- high power density (increased BMEP, to keep relative power 

price at an acceptable level) 

Both items specify a clear requirement for the charging group - high 

pressure ratio, which means a ratio higher than 5:0. The challenge 

was solved in larger turbochargers, but there are not so many high 

pressure turbochargers within the range of compressor mass fl ow 

0.5 – 1.2 kg/s. To keep the engine scavenging, an effi ciency of about 

60% is necessary for the turbocharger. This target can be reached by 

using the well-proven fl ow parts of the TCR family of turbochargers. 

PBS Turbo responded by reinforcing the capacity for simulation 

and by TCR turbochargers series extension to lower compressor 

mass fl ow. It was not just downscaling, it was necessary to respect 

some specifi cs and modify the design to meet the needs of our 

customers. A summary of the requirements and subsequent 

development steps forms the main content of this paper. We would 

like to focus primarily on the description of rotor dynamics 

optimization, increasing the compressor circumferential speed and 

the safety directly related to it. Items which are important to users 

of the turbocharger, such as matching, durability and maintenance 

will also be mentioned. From this point of view, the concept of 

maintaining the durability of the aluminum compressor wheel is 

very important. The short and long test results will be presented so 

as to be able to confront the prediction from the simulations and 

actual behaviour of the rotor and casings. The fi rst experience in the 

fi eld will also be mentioned. The next part of the results will focus 

on the thermodynamics parameters. We would like to present not 

only the results of the fi nal design but some of the intermediate 

steps to show the effect of compressor and turbine specifi cation 

changes and effect of the different geometry of some fl ow parts. In 

the conclusion, the most important results will be summarized to 

be able to show the technical level of the turbochargers which we 

plan for the coming decade. 



Diesel Engines – High & Medium Speed Engines 

Development of the Series 4000 Ironmen 

workboat engine 

N. Veser, R. Speetzen, C. Glowacki, MTU 

Friedrichshafen GmbH, Germany 

MTU Friedrichshafen GmbH has developed a specialized diesel 

engine for workboats. This new engine is a Series 4000 engine 

and draws on MTU’s experience dating back to 1996 in the use 

of heavy-duty diesel engines in the construction, industrial, rail, 

and marine sectors. The engine is specially adapted to workboat 

requirements. Therefore, the key technologies focus on benefi ts 

in terms of engine performance, fuel consumption, time between 

overhauls, and the valid worldwide marine emissions limits 

such as EPA Tier II and EU Stage IIIA. Optimum engine design 

and charge air concepts were determined by means of 

thermodynamic and fl uid dynamic analysis, as well as from 

information obtained in a thorough market survey. These were 

the basis for the fi nal engine design and the cylinder versions: 

8V, 12V and 16V. The common rail fuel injection system and 

combustion components were optimized in single-cylinder 

engine studies. These components and thermodynamic concepts 

were then qualifi ed on test engines for each cylinder version. 

Special attention was also paid to the suitability of fuel qualities 

available worldwide. Another key technology, the electronic 

engine control system, as well as the engine operating software 

were also updated specifi cally for workboat requirements. The 


development process from market survey to serially produced 

engine and detailed information on the key technologies and 

engine concepts form a major part of this article about the 

development of Series 4000 Ironmen workboat engines. 

Impact of market demands and future 

emission legislations on medium speed 

engine design 

E. Reichert, H. Pleimling, FEV, Germany 

Future market demands as well as reduced NOx, HC, CO 2 and 

particulate emissions without drawbacks in fuel consumption/ 

CO 2 –emissions, engine reliability and cost, will face ”Medium 

Speed Engine”-design with new challenges regarding mechanical 

and thermal loading. Depending on the engine size and the 

application (e.g. marine propulsion, gen-set or railroad) combined 

with the use of different fuels (e.g. distillate; heavy fuel oil, gas, 

alternative fuels) different measures like fl exibility in the injection 

system combined with increased injection pressure, variable valveactuation-system, 

higher boost system performance as well as 

possible exhaust after treatment systems will have to be considered. 

Especially the possible need for exhaust after treatments systems will 

have an impact on the engine package and engine room layout. 

After a short introduction of the emission legislations for the 

different applications, detailed measures to cope with this legislation 

and there impact on engine design will be described. The infl uence 

of variable valve timing, anticipated two-stage turbo-charging and 

higher peak cylinder pressure requirements on the design of major 

engine components like crankshaft, bearings, cylinder head, cylinder 

liner and crankcase will be discussed. Furthermore the possible need 

for upgraded materials and/or surface treatments will be presented. 

A further part of the publication will focus on the impact on engine 

design caused by future market demands like ”plug-in-solutions” 

with as much as possible on-engine accessories, power density (kW/ 

m 3 ), life cycle cost ($/kW) and reliability. More cost effective 

solutions for the base engine component and subsystem design 

have to compensate the cost for additional emission related 

components like exhaust after treatment systems. An other measure 

to keep the life cycle cost ($/kW) on an acceptable level will be to 

use two-stage turbo charging for emissions compliance but also for 

power growth capability to ensure higher power density. Oncondition-maintenance 

ensured by intensive engine component 

and subsystem monitoring will also have to be considered during 

engine design. In order to ensure high engine reliability from market 

introduction on, intensive use of CAE tools combined with an 

intelligent engine testing strategy will be a key point for future 

engine development. The presentation will end with a short outline 

of a vision for the future design of ”Medium Speed Engine”. 

Emissions reduction opportunities on MaK 

engines 

K. Wirth, Caterpillar Motoren GmbH und Co. KG, 

Germany 

The upcoming emission legislation IMO Tier II and IMO Tier III 

require a further step in technology for inside the engine technologies. 

These will be of major interest for customers as Emission Control 

Areas (ECAs), state or port authorities may drive towards 

implementation of emissions reduction solutions from a fi nancial 

perspective. The pay back time for the customer after implementation 

can be extremely short. Caterpillar Motoren GmbH & Co. KG has 

developed or is on the way to develop those solutions. One of the 

tasks was and still is to develop these solutions to be retrofi ttable. In 

former presentations Caterpillar had announced that the pure IMO 


43


Tier II technology including higher compression ratio, fl ex cam 

technology (FCT), updated valve and injection lopes and turbo 

specifi cation can be retrofi tted on MaK C-engines. This was proven by 

a fi eld test which was successfully carried out on a vessel called “Fure 

West” in October 2007 which is in operation since then meeting IMO 

Tier II legislation. Similar development was done to the Caterpillar 

Common Rail System (CCR). MaK C-engines after production date 

2005 are prepared such that the conventional injection system and 

controls can be dismantled and replaced by a set of components for 

common rail. There is also one fi eld test engine in successful operation 

since May 2008. Caterpillar Motoren is now on the way to develop a 

dual fuel solution for the M43 in the fi rst step. It is planned here as 

well to have a design and technology to retrofi t and take conventional 

components off and replace them by dual fuel equipment. In all these 

cases it is self explanatory that these solutions will be Marine Society 

approved. Todays MaK engines offer the opportunity to react on 

future emissions legislation of all kinds and are therefore a viable, 

environmental positive and future orientated solution for customers 

in the marine and electric power business. 

The next generation of MTU series 4000 rail 

engines to comply with EUIIIB emission 

legislation 

I. Wintruff, O. Bücheler, S. Huchler, MTU 

Friedrichshafen, Germany 

From 2012 on, diesel engines for locomotives will have to fulfi l the 

tightened emission regulations of EU non-road guideline 97/68/EG 

Stage IIIb. Compared to Stage IIIA, the prescriptive limits for nitrogen 

oxides have been reduced by 39%, the limits for particulate emissions 

even by 88%. The new MTU Series 4000 R44 complies with the 

emission limits of Stage IIIb. Initially, a 12 and 16V engine will be 

available from 2012, later to be followed by 8 and 20V versions. The 

new Series 4000 will cover a power range from 1,000kW to 3,000kW 

for the application in diesel-electric or diesel-hydraulic main-line 

locomotives and shunters. The MTU Series 4000 has been used for 

more than ten years as main drive (oder traction) for diesel 

locomotives operating worldwide. Right from the start, MTU Series 

4000 engines have distinguished themselves by their excellent values 

regarding economic effi ciency, reliability and power-to-weight ratio. 

The new Series 4000 R44 is a logical further development of the 

current Series 4000 R43 which entered the market in 2009. It is 

developed with the aim of retaining as much tried and tested 

technology of the predecessor series as possible. Customer interfaces 

and main dimensions of the engine are adapted only slightly and in 

close cooperation with the customers. All new technologies have 

undergone an intensive testing and qualifi cation program for several 

years. Until the start of standard series production in 2012, several 

thousand hours of prototype engine operation on the test stand and 

in the fi eld will be completed. The EUIIIb NOx limit (NOx+HC < 4 

g/kWh) is complied with exclusively by means of engine-internal 

technologies (without SCR catalyst) while a diesel particle fi lter 

makes it possible to stay below the particle limit (PM < 0.025 g/ 

kWh). In addition to the cooled exhaust gas recirculation and an 

optimized valve timing (Miller cycle), the newest generation of the 

LEAD R common rail injection system (made by L’Orange) and the 

MTU two-stage turbocharger system are the outstanding features of 

the new engine design. Based on these advanced engine-internal 

technologies, it was possible to realize low particle raw emissions 

and an engine confi guration that is compatible with higher backpressures 

(coming from a loaded particle fi lter). The diesel particle 

fi lter design implemented on this basis, together with the regeneration 

strategy developed, fulfi l the exacting requirements of operators for 

compactness, operational safety, ease of maintenance and effi ciency. 

In spite of the massive reduction of exhaust gas emissions, the 

44 


excellent fuel consumption of the predecessor R43 has been retained. 

With the new engine design, MTU will continue to set the standard 

for diesel engines installed in main-line locomotives and shunters. 

Design and development of the new GE Tier 

3 locomotive diesel engine 

N. Blythe, General Electric, USA, W. D. Glenn, GE 

Transportation, USA 

In response to the 1998 promulgation of locomotive emissions 

regulations (effective in 2000) by the United States Environmental 

Protection Agency (EPA), GE embarked on the development of the 

GEVO engine. This new engine platform was developed to addres 

future emissions requirements of the US EPA and other regulatory 

agencies as well as address customer requirements for high 

reliability and low operating cost. With over 2000 Tier II Evolution 

Series Locomotives delivered since being launched in 2005, the 

GEVO engine has proven to be a very reliable and effi cient product. 

Designed to meet Tier II emissions, the performance of this highly 

successful engine has recently been extended to meet US EPA 

Tier III Locomotive Emission requirements. Through a combination 

of improved injection strategies, reduced lube oil consumption 

and improved air handling, a 50% reduction in particulate matter 

has been demonstrated, while holding NOx emissions constant 

and without a negative affect on fuel economy. The PM reduction 

was achieved through a combination of lube oil consumption 

reduction and injection control strategies. The oil consumption 

reduction was accomplished through the employment of a more 

aggressive piston ring pack and liner surface fi nish optimization. 

To quantify the impact of various power assembly design features 

and down select to the fi nal power assembly confi guration, an 

instantaneous lube oil consumption measurement system was 

employed. This system yielded signifi cant insight into the oil 

transport mechanisms associated with different operating 

conditions (i.e., low load, transient and high load). Further 

reductions in particulate emissions were achieved by implementing 

a new high pressure, common rail fuel injection system that 

enabled greater fl exibility in the scheduling of fuel injection and 

control of injection pressure. Specifi c fuel consumptions penalties 

were offset through a combination of turbocharger effi ciency 

improvements, the adoption of early intake valve closure and 

optimization of injection strategies. The fi nal confi guration was 

validated through extensive test bed and fi eld endurance testing. 

This paper will discuss the development process and design 

features of GE’s next generation diesel locomotive engine. 



Diesel Engines – NOx 

Emission control technology by Niigata, the 

clean marine diesel engine for low speed, 

medium speed and high speed 

T. Tagai, T. Mimura, S. Goto, Niigata Power Systems 

Co., Ltd., Japan 

In order to meet stringent emission standards for marine diesel 

engines, Niigata continues the development of low emission 

combustion technology and apply the right means to commercial 

engines according to the emission standard requirement. Our 

portfolios of marine diesel engine are widely provided. The low, 

medium and high speed engines which engine speeds from 290 to 

1950min-1 are manufactured and delivered for various types of ship



applications by Niigata. The low emission combustion technologies 

to comply with IMO NOx emission standard are required for these 

various products independently of engine speed. The low NOx 

emission technology consists of the miller cycle and the optimization 

of fuel injection are considered for every speed of diesel engines, and 

are also confi rmed the feasibility of the reduction of NOx emission 

to meet IMO NOx Tier II. It is confi rmed that there are the possible 

ways of further NOx reduction as optimizing earlier Miller timing, 

higher boost pressure and fuel injection timing. This emission 

control technology and engineering fi ndings are applied for new 

designed 28AHX diesel engine. This newly developed marine diesel 

engine, 28AHX, can be complied with IMO NOx Tier II by engine 

itself and also keep the good level of fuel consumption from low 

load to high load. The cylinder size is 280mm, the output power per 

cylinder is 370kW. However, the described 28AHX paper will be 

presented at another session on this CIMAC Congress. When the 

selective catalytic reduction (SCR) systems will be employed as NOx 

reduction method to meet IMO NOx Tier III, the SCR device should 

be small and compact design to appropriate with the short in height 

and narrow engine room for medium speed engine. Since the size of 

SCR device depends on reduction ratio of NOx emission, it is 

necessary to focus on the improvement of emission reduction of 

diesel engine as the small size of the SCR device. Furthermore, the 

engine test with extreme Miller timing and boost pressure is carried 

out to aim for remarkable NOx emission reduction well over the 

IMO NOx Tier II requirement. Through these investigations, new 

challenges on engine design like higher exhaust temperature are 

confi rmed. In this paper, the obtained results are shown as the effect 

of the optimized injection and Miller cycle on NOx emission, 

respectively. Moreover the promising emission control technologies 

for further emission regulation are described. 

SCR system for NOx reduction of medium 

speed marine diesel engine 

Y. Niki, K. Hirata, T. Kishi, T. Inaba, M. Takagi, 

T. Fukuda, T. Nagai, E. Muraoka, National Maritime 

Research Institute, Japan 

A marine diesel engine is available to low-quality heavy oil, and also 

has the advantage of high effi ciency. However, NOx emission of the 

marine diesel engine is grater than the other internal combustion 

engines on the ground, such as to use automotives and electric 

power plants. The NOx emission causes acid rain and photochemical 

smog, and it is infl uence directly to human health, such as lack of 

oxygen or respiratory disease. Especially, to keep environment 

protection in a harbour area, we must reduce the NOx emission 

urgently. We have started to study on a SCR (Selective Catalytic 

Reduction) system for a four-stroke medium speed marine diesel 

engine since 2007. The SCR is a reducing technology of nitrogen 

oxide, NOx. A general SCR system consists of a catalyst made of 

titanium vanadium and an injection nozzle to jet mist of urea water 

as a reducing agent. When the temperature of the exhaust gas is kept 

enough high, the urea is converted to ammonia, and NOx in the 

exhaust gas is converted to nitrogen and water by the catalysis. Also 

as the reducing agent, ammonia gas or ammonia water is able to use 

for the catalysis. In order to apply the SCR system to the marine 

application, it is necessary to estimate a basic performance of the 

SCR and to develop a control system of the reducing agent. In this 

paper, we show test results of several experimental studies in our 

project. One of our experimental studies, to estimate the basic 

performance of the SCR, we have carried out several catalyst only 

tests without a diesel engine. The test results are effective to design 

and develop a marine SCR system. As the next step, we have 

constructed an experimental SCR system in our laboratory. The 

system has a marine diesel engine, and we have examined the NOx 

- For 2-stroke & 4-stroke engines 

- Valve seat grinding/machining 

- Valve spindle grinding 

- Cylinder liner honing 

- Sealing surfaces grinding/machining 

- Portable lathes for various purposes 

- Special machines for workshops 

THE OPTIMUM SOLUTION 

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DENMARK IOP Marine A/S•+45 - 4498 3833•contact@iopmarine.dk 

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reduction rate at each load and the effects of a kind of the reducing 

agent, which are ammonia gas and urea water. As the results, it is 

confi rmed that the SCR system has suitable NOx reduction 

performance at each load. It is also clarifi ed that there is no deference 

by the kind of reducing agent in enough high temperature of the 

exhaust gas. On the other hand, we have investigated control 

methods with the experimental SCR system. In the control system, 

the reducing agent is controlled by a calculated exhaust gas fl ow rate 

and a measured NOx concentration. It is confi rmed that the control 

system has suitable performance in our early tests. Based on the 

above test results, we have designed and developed a SCR system for 

a marine Diesel generator on a ship. The SCR system is installed to 

the ship and examined on board at sea. In the actual ship, there is 

not enough wide space for the SCR. Therefore the distance between 

the injection nozzle and the catalyst of the SCR system must be 

short, though it is needed a long distance for the conversion to 

ammonia from urea generally. We developed a special injection 

nozzle for the system and achieved suitable NOx reduction 

performance. In conclusion, we got a lot of benefi cial results to 

apply a SCR system to a middle-speed marine diesel engine. In the 

next step, in order to develop a practical SCR system, it is necessary 

to develop a simple and low-cost control system and to estimate a 

durability performance of catalyst. Also, in order to apply the SCR 

system to large two-stroke diesel engine, we need to examine the 

SCR system performance in detail, because the engine has too low 

temperature of exhaust gas. 

Development of a NOx fast sampling 

system for marine diesel engines 

M. Ioannou, K. Xepapa, T. Stelios, N. Kyrtatos, NTUA, 

Greece 

Cylinder specifi c NOx measurements for large marine engines can 

provide important information for the combustion system that can 

be used by the engine design and development engineers. In 

addition, signifi cant cost savings can result from reduced test bed 

running times which are usually required to characterise the 

combustion system. Furthermore, detailed NOx measured data can 

be used for the development and calibration of combustion system 

simulation models. Emission measurement equipment that allow 

cylinder specifi c measurements are currently only available to 

automotive industry applications. Due to the size of marine diesel 

engines, and more specifi cally the exhaust system, this equipment 

needs to be suitably modifi ed in order to be used in large engines. 

The work reported here describes the further design and development 

of a NOx fast sampling system applicable to marine diesel engines 

towards a more reliable and robust system. The most important 

considerations when sampling exhaust gases from a marine engine 

is the strong possibility of probe’s blockage due to excessive soot 

deposition and the mechanical reliability, without compromising 

the performance of the measuring system. All these factors were 

considered during the design phase and the developed sampling 

system satisfi es all requirements successfully. The main design 

parameters of the sampling system were fi rst evaluated though 

theoretical analysis, followed by fl ow bench investigations, and the 

fi nal evaluation of the design was done on the test bed by performing 

NOx measurements on a marine diesel research engine. The 

emission measurements were supported by detailed measurements 

of the engine performance parameters. The fi nal probe design is a 

customised sampling system for a fast response chemiluminescence 

detector that can measure NOx in the exhaust gases downstream 

the exhaust valve of a specifi c cylinder of a marine diesel engine. 

The extremely fast response time of the system enables the 

characterization of NOx during an engine cycle with a one degree 

crank-angle resolution. 

46 


Development of sulfur-tolerant SCR type 

De-NOx system for marine applications 

Y.-M. Lee, S.-K. An, DSME, Korea, K.-H. Kang, Y.-D. 

Yoo, IAE, Korea, Ø. Toft, BW Fleet Management AS, 

Norway 

Nitrogen oxides (NOx) are mainly generated by combustion of 

fossil fuels used for marine vessels. Nowadays, a consensus has been 

reached internationally to limit emission of air-polluting 

compounds. And the NOx emission level requirements of marine 

diesel engine are getting more stringent these days. Especially to 

meet the Tier III requirement of IMO MPEC 58, external fl ue gas 

treatment system may be necessary as the requirements cannot be 

met by NOx reduction system in diesel engine boundary. One of the 

possible solutions of the NOx reduction could be the Selective 

Catalytic Reduction (SCR) type De-NOx system. However, it is well 

known that the SCR performance is greatly affected by the fl ue gas 

temperature and the existence of sulfur contents and that the 

temperature of exhaust gas from the marine diesel engine is relatively 

low and sulfur components are detrimental to the catalyst. In marine 

diesel oil, some amount of sulfur is contained in most of the cases. 

The typical contents of the sulfur in marine fuel oil could be 1.0 

4 ~ .5% range. It is believed that the allowable sulfur level contained in 

fuel oil will be gradually reduced. Nevertheless, the complete 

removal of the sulfur in fuel oil is impractical due to high 

desulfurization cost in the process of fuel oil production. With the 

reason, the De-NOx system which can be operated in the existence 

of some range of sulfur, typically 1% in fuel oil, might be practically 

implemented in the marine diesel engine in the near future. Daewoo 

Shipbuilding and Marine Engineering Co., Ltd. (DSME) and BW 

Group are developing “Sulfurtolerant SCR type De-NOx system for 

Marine Applications”. We have evaluated the durability and 

optimum conditions for NOx reduction performance using selected 

commercial catalysts and have developed SCR catalyst suitable for 

low temperature and existence of SOx contents with a manufacturer 

specialized in the SCR catalyst. The infl uences of the SOx contents 

and dust for the developed SCR have been compared by extensive 

experiments. For the verifi cation of the developed SCR, bench scale 

test facility has been utilized. With the facility, various performance 

comparisons of SOx and dust have been achieved. The test has been 

carried with the collaboration of Institute of Advanced Engineering 

(IAE). In addition to the bench scale test, we have been selected 

optimum combination of catalyst and SCR operational variables 

with the aid of computational fl uid dynamics (CFD). Through the 

studies, we expect sulfur-tolerant SCR element and practical De- 

NOx system for marine applications would be developed. Based on 

the results obtained from the test and CFD analysis, detailed 

engineering design and actual onboard tests will be carried out for 

targeted vessel. We expect the developed De-NOx system would 

contribute to the emission reduction in the marine industry. 




Gas Engines – Technology, Fuels & Emissions 

Methane slip reduction in Wärtsilä lean 

burn gas engines 

A. Järvi, Wärtsilä, Finland 

Global warming set reduction needs for all greenhouse gases. Lean 

burn gas engines are having superior effi ciency and thanks to lowcarbon 

fuel, CO 2 emissions are low compared to diesel engines and 

gas turbines. Though the main emissions (CO 2 and NOx) are



generally low in lean burn gas engines, incomplete combustion leads 

to unburned hydrocarbon (HC) emissions, called methane slip. 

While methane is a 25 times more harmful greenhouse gas than 

CO 2 , the author’s company has a program to minimize HC emissions 

of lean burn gas engines. The program consists of engine testing both 

in laboratory and in fi eld with both primary and secondary reduction 

methods. There are several primary methods in engine tuning, 

control and operation, which reduce HC emissions from lean burn 

gas engines. Among primary HC reduction methods are air fuel ratio, 

compression ratio, skip fi ring, EGR and optimization of gas 

admission. Utilising fully all mentioned methods is challenging, 

because gas engine combustion is a compromise of several 

parameters, targets and especially limits. To take into account the 

engine as a whole, there are reasons why primary HC emission 

reduction methods can not eliminate methane completely from 

exhaust gas. Therefore also higher reduction rates can be reached at 

low loads due to fewer limits. The reduction mechanisms and 

contribution of different methods to HC emissions are presented in 

this paper together with most common limiting factors in engine. 

Load dependency of HC reduction is a consequence of different 

engine limits. Therefore primary reduction methods fi t better to 

marine applications, where engine load is typically on the range 0. . 

. 90%. Power plant engines operate practically on load range 90- 

100% and therefore a rather small primary methane slip reduction 

can be achieved due to combination of several limits. After treatment 

methods are needed to reach even lower methane emissions. These 

include methane oxidisation in a catalyst or in sandbed. Challenge 

with methane oxidization is the high temperature required for the 

chemical reaction to start. While exhaust gas temperature after engine 

is remarkably lower, special arrangements are needed. This paper 

also describes the working principle of both after treatment methods 

together with reduction rates and examples of test arrangements. 

Qualifying the effect of different gas 

mixtures on NOx emissions 

M. Birner, G. Wachtmeister, Technical University of 

Munich, Germany 

Strict emissions regulations force engineers to successively optimize 

combustion motor parts, its combustion processes and operating 

range. Especially gas engines are operated with a wide range of 

different gas mixtures dependant on the place of installation. To 

comply with the strict legislation of emissions –in particular NOx 

emissions– the effect of different kinds of gas mixtures has to be 

identifi ed. A short summary of the possible kinds of gas mixtures 

will introduce in the topic. Next the appearance of the gaseous fuels 

will be illustrated. At the chair of internal combustion engines (LVK) 

of the Technische Universitaet Muenchen a one cylinder diesel 

engine was retrofi tted in a former research project to run as a spark 

ignited, charged gas engine. The test rig enables to mix six different 

kinds of gases and provides all the necessary measurement equipment 

for the combustion products. This study will concentrate on the 

effect of the gas mixtures on NOx emissions. First, out of the possible 

gaseous fuels the four most important ones are selected. Then the 

sensitive motor parameters for NOx emissions are defi ned and 

methodically varied. In the fi rst part of the paper the measurement 

results will be discussed in detail. In addition to the test rig 

measurements the thermodynamic combustion analysis will remain 

as one of the essential tools during every step of the motor design. 

Thus the second part of the paper will focus on the effect of gas 

mixtures on the pressure curve analysis together with the calculation 

of NOx emissions. Therefore two different kinds of calculation 

models are tested. 

To summarize, this paper will discuss the effect of different gas 

mixtures on NOx emissions. The conducted measurements and 


calculations provide an insight into special features of a gas engine. 

Additionally it will give a short prospect of the capability to 

quantitatively calculate NOx emissions. 

Knock in dual fuel engines: A comparison 

between different techniques for detection 

and control 

F. Millo, G. Lavarino, Politecnico di Torino, Italy, 

A. Cafari, Wärtsilä, Italy 

In dual fuel engines operating on gas mode knock represents one 

of the major constraints on performance and effi ciency, because it 

limits the maximum value of the engine compression ratio and of 

the boost pressure. The detection of abnormal combustion onset 

and the evaluation of knock intensity is therefore a crucial issue in 

engine development. In this work two different categories of 

knockdetection methods, based both on frequency domain 

manipulations of the cylinder pressure signal and on cylinder head 

vibration analysis, were extensively compared through an 

experimental investigation carried out on a Wärtsilä W50DF engine. 

After a detailed literary review, the following three knock indicators 

were chosen to be examined through the experimental analysis: 

• maximum peak to peak value of the band-pass fi ltered pressure 

or vibration signal; 

• mean square value of the band-pass fi ltered pressure or vibration 

signal; 

• integral of the absolute value of the fi rst derivative of band-pass 

fi ltered pressure or vibration signal. 

Different criteria for the identifi cation of knocking cycles were 

evaluated, based on the comparison of the individual cycle knock 

indicator level with a constant threshold or on a statistical approach. 

While constant threshold approach was shown to be suitable for in 

cylinder pressure methods at constant engine load and speed (as 

for genset applications), the use of a statistical approach appeared 

to be mandatory for a fi xed propeller pitch engine applications. 

Moreover the statistical approach turned out to be more reliable 

and robust in case of use of vibration based methods and therefore 

more suitable for the implementation on mass-produced engines. 

Finally, by means of a proper choice of fi ltering frequencies and of 

the accelerometer position, the infl uence of the engine transfer 

function on the vibration signal was remarkably reduced, thus 

allowing an easier and more reliable detection of knocking cycles, 

as well as a ranking of knocking cycles on the base of their intensity, 

thus paving the way to future fi ner engine control strategies 

development. 

Development of high-effi ciency gas engine 

through observation and simulation of 

knocking phenomena 

H. Tajima, D. Tsuru, Kyushu University, Japan, 

M. Kunimitsu, K. Sugiura, Mitsui Engineering and 

Shipbuilding Co., Ltd., Japan 

Large-sized gas engines are appreciated as environmentally clean 

power sources thanks to their sulphur-free natural gas fuel and to 

their much lower NOx emission under lean combustion conditions 

of high air excess factor. Adding to which, their higher heat-to-power 

ratio seems advantageous to cogeneration systems in power 

generation facilities in suburban areas. Their effi ciency, however, 

pales in comparison with that of their marine counterpart, that is, 

medium-speed four-stroke diesel engines. As reasonably anticipated, 

fl ame propagation in homogeneous premixture of natural gas and 

air cannot be decoupled from knocking limitation being the same 

with high-speed SI engines. This drawback becomes more evident in 


47


Japan because of the higher butane content in Japanese manufactured 

gas, which can reach to as high as 3%. The autoignition mechanism 

in these large-sized gas engines should be clarifi ed in order to inhibit 

knocking development and to achieve higher thermal effi ciency. 

Unfortunately, knocking observation is awfully diffi cult especially in 

large engines since the high and impactive in-cylinder pressure limits 

the size of glass windows and thus restricts the viewing fi eld into the 

end-gas region. In this study, a RCEM (Rapid compression and 

expansion machine) was introduced to realize both the in-cylinder 

conditions compatible with actual gas engines and the full transversal 

access into the combustion chamber by utilizing a reservoir tank of 

compressed and preheated air. This RCEM was fi rstly motored with 

its intake valve closed. After it reached to its rating speed, the intake 

valve was activated only once synchronously with its piston motion 

to simulate the intake stroke of a real engine. The pre-compression 

and preheating of the intake air allowed lower geometric compression 

ratio, which enabled its clearance volume to be a square block of an 

opposed pair of transparent windows. The dimensions of the 

windows are 200mm in width and 50mm in height, whereas the 

compression pressure and maximum combustion pressure exceeded 

10 MPa and 20 MPa respectively. Visualization results revealed the 

autoignition phenomena in large-sized gas engine for the fi rst time. 

Tiny cores of autoignition were clearly captured to scatter around the 

whole combustion chamber over a certain range of intake 

temperatures. The boundaries dividing heavy knocking, mild 

autoignition like HCCI combustion, and premixed fl ame propagation 

initiated by pilot diesel fl ame were examined in detail through 

changing the experimental conditions precisely. KIVA 3V code 

coupled with CHEMKIN II package was also applied to examine the 

effect of Butane content in manufactured gas since Butane has the 

smallest octane index in the manufactured gas components and it is 

one of the smallest hydrocarbons that show the negative temperature 

gradient, which effect on ignition delay is diffi cult to simulate the 

effect on ignition delay. The simulations were carried out for both the 

RCFM and Mitsui 6MD20G engine. The results showed that 3D CFD 

with detailed chemical kinetics successfully reproduce the onset of 

knocking in the actual gas engine and it could be useful to predict the 

effect of some engine parameters like EGR rate to avoid knocking or 

abnormal combustion. 



Advanced Turbocharging Systems 

IMO III emission regulation: Impact on the 

turbocharging system 

E. Codan, S. Bernasconi, H. Born, ABB Turbo Systems 

Ltd., Switzerland 

In combination with advanced turbocharging, a number of internal 

engine measures have been considered for fulfi lling the IMO Tier II, 

the second stage of the IMO’s regulations on exhaust emissions from 

marine engines. Coming into force at the beginning of 2011, IMO 

Tier II requires a reduction in emissions of oxides of nitrogen (NOx) 

of 20% compared to IMO Tier I. In order to fulfi l the requirement of 

the IMO Tier III stage coming into force in 2016, a major decrease in 

specifi c NOx emissions (about -80% compared to the IMO Tier I 

values) needs to be achieved in designated Emission Control Areas 

(ECAs). Emissions of oxides of sulphur (SOx) and particulate matter 

(PM) are to be controlled by limiting the sulphur content of the fuel 

used. An alternative measure is the use of SOx abatement equipment 

such as sea water scrubbers, fresh water scrubbers or a dry exhaust gas 

cleaning system. For IMO Tier III either external measures 

(aftertreatment technologies) or a combination of internal engine 

48 


technologies are required. This paper provides an overview of IMO 

Tier III solutions with regard to NOx reduction measures and their 

impact on the engine turbocharger system, taking into account both, 

single stage and 2-stage turbocharging. From a range of possible 

solutions, two NOx reduction technologies with high potential, SCR 

and EGR, have been selected for study in greater detail. Selective 

Catalytic Reduction (SCR) is a proven technology that basically allows 

any engine to fulfi l IMO Tier III. Nevertheless some confi gurations 

require SCR to be installed before the turbine (two-stroke engines, 

two-stage turbocharging), which affects transient operation. The 

impact on the system and an evaluation of several countermeasures 

are detailed based on transient simulations. Exhaust Gas Recirculation 

(EGR) is an established NOx-reduction technology in the automotive 

sector but is not yet state-of-the art for large engines. An evaluation of 

several strategies with regard to NOx reduction, fuel consumption, 

and other relevant parameters demonstrate the potential and the 

advantages of recirculating exhaust gases. A further challenge for the 

turbocharging system is the necessity to provide the variability needed 

to allows an engine to fulfi l the low emission limits within the ECA’s 

while running with the highest fuel economy elsewhere. 

Utilisation of cylinder air injection as a low 

load and load acceptance improver on a 

medium-speed diesel engine 

C. Wik, S. Hostman, Wärtsilä Finland Oy, Finland 

Development of engine concepts for lower NOx emissions e.g. by 

means of Miller valve timing (early inlet valve closure) makes 

loading capability worse, especially at low loads. Continuous 

increase of cylinder output makes the situation even worse; larger 

absolute load steps, as kW or bar BMEP, and larger turbochargers 

mean longer rotor acceleration and slower pressure increase. 

Furthermore, Miller timings demand higher charge air pressure, i.e. 

the pressure ratio capacity of the turbocharger must be greater. This 

causes the optimum effi ciency of turbocharger to move towards 

higher pressure and decreased effi ciency at low load which results in 

poor load response at low load. Future engine concepts will probably 

also include a shorter valve overlap (scavenge period), which also 

deteriorates low load performance. Poor load response is directly 

linked to high smoke and particle emissions. All this sums up in the 

fact that low load operation of state-of-art medium speed diesel 

engines is known to result in fairly high smoke emissions and 

thermal loads. This is a problem in transient operation and especially 

for auxiliary engines that need to be fast reacting generating sets. 

There are different means available to compensate for the transient 

problems, of which, air injection in different ways before the 

combustion starts is one. Air could be injected directly on the 

turbocharger compressor; so called air jet assist or into the air 

receiver. Both these methods, however, always give a certain time 

delay in load response situation, and the air receiver injection may 

also force the turbocharger to stall. There is one additional method 

that has potential in bringing large benefi ts compared to the 

available methods mentioned above and this is injection of 

pressurized air directly into the cylinders. In this paper, focus will be 

put on air injection into the air receiver or into the cylinders. 

Preliminary transient and stationary tests aimed for proving the 

potential on a medium speed diesel engine have been performed 

utilising the existing starting air valves. These tests resulted in 

considerable reduction of smoke opacity during engine start-up as 

well as ability to run 2-step load application fulfi lling classifi cation 

criteria. Final outcome of the tests will be presented in the paper. 

Design of a production system for an auxiliary engine, with its 

challenges, will be presented together with rig test results for system 

optimisation, verifi cation, and validation. Ultimate engine test 

results, proving the concept, will fi nally be reported upon availability.



This project has been a part of the Tekes, National Technology 

Agency of Finland, fi nanced LOSPAC project and performed in 

cooperation with VTT Technical Research Centre of Finland, 

Yrkeshoegskolan Novia, and CITEC Engineering. 

Design and fi rst application of a two-stage 

turbocharging system for a medium-speed 

diesel engine 

T. Raikio, B. Hallbäck, A. Hjort, Wärtsilä Finland Oy, 

Finland 

It is obvious that strong reductions in nitrogen oxides (NOx) and 

carbon dioxide (CO 2 ) are required for combustion engines in the 

near future. One effi cient means to achieve both targets is to apply 

Miller valve timing. However advanced Miller timing requires 

strongly increased charge air pressure. The best concept for achieving 

this is two-stage turbocharging, which gives more or less unlimited 

boost pressure with a high effi ciency level. Earlier two-stage 

turbocharging feasibility tests on Wärtsilä 20 engine, reported in 

CIMAC 2007, confi rmed the performance expectations put on 

advanced Miller timing and 2-stage turbocharging. Used hardware 

was however suitable for test purposes only, not for serial production. 

Parts of the turbocharging unit were located ”off-the- engine”, which 

cannot be regarded as the optimum production solution, merely a 

mediocre compromise. After the test on Wärtsilä 20 attention was 

directed to create a production standard design for a larger size 

Wärtsilä engine. Design targets: 

• All turbocharging modules/components preferably located on 

the engine 

• Maintain excellent engine dynamic properties 

• Maintain compact engine dimensions simultaneously maintaining 

a good serviceability 

• Include necessary controls (air/exhaust gas/cooling water) in the 

above mentioned dimensions 

• Necessary valve timing controls included in the design 

Achieving the design targets is challenging especially considering 

the fact that two-stage turbocharging in practise doubles the amount 

of turbocharging system components. Design work was supported 

with extensive optimisation using detailed FE-calculations, taking 

into consideration especially the strongly increased internal pressure. 

Flow channels were optimised by means of latest CFD tools. To 

ensure proper and easy manufacturing the design, especially castings, 

was reviewed and fi nalised in co-operation with suppliers. This 

paper presents the design project aiming at the optimum 2-stage 

turbocharging system for a medium-speed diesel engine. Additionally 

operation and performance experiences are summarised. Testing 

experiences are covering assembly and operational feedback of the 

2-stage turbocharging system specifi c components. 

Two-stage turbocharging – fl exibility for 

engine optimisation 

E. Codan, C. Mathey, A. Rettig, ABB Turbo Systems 


With demand for greater economy, lower emissions and higher 

output continuing to infl uence engine development, a wider range 

of fl exibility is required in modern engine designs. Two-stage 

turbocharging can make a signifi cant contribution towards satisfying 

these requirements. Parallel with its participation in different 

research and development projects, such as HERCULES and 

HERCULES-B, ABB Turbo Systems Ltd in recent years has developed 

turbochargers specifi cally for two-stage turbocharging. Several 

studies have been carried out in connection with these activities 

which show the potential of two-stage turbocharging on diesel and 


gas engines, not only in terms of actual performance, but also in 

respect of the improved fl exibility it offers modern engine design. 

This paper shows and discusses some of the possibilities offered by 

two-stage turbocharging regarding engine output increase, emissions 

reduction and, last but not least, fuel consumption improvements. 

A large number of engine cycle simulations, some of them verifi ed 

by engine tests, have been performed for diesel engines in different 

applications as well as for gas engines of either spark-ignition or 

dual-fuel design. Different control modes, e.g. variable valve timing 

or the use of an exhaust waste gate, and emission reduction methods 

such as exhaust gas recirculation or selective catalytic reduction, 

have also been taken into account. The results of these investigations 

served equally well as boundary conditions for the development of 

the specifi c two-stage turbochargers and their major components. 

Also presented is the design of a newly developed two-stage 

turbocharging system that is currently undergoing an extensive 

validation and qualifi cation program in ABB’s turbocharger test 

centre. ABB has invested considerably in new turbocharger test rigs 

for two-stage turbocharging in recent years, and as a result 

turbocharger performance tests can be performed under realistic 

conditions. The design of these turbochargers with overall pressure 

ratios of 8 and above differs considerably from that of conventional 

turbochargers, especially with respect to the highpressure stage. First 

prototypes have already been tested on several engines. The fi rst 

engines with these two-stage turbocharging systems are scheduled 

for fi eld operation in 2010. 



Diesel Engines – Low Speed Engines 

Cutting edge technologies of UE engine for 

higher effi ciency and environment 

H. Sakabe, N. Hosokawa, Mitsubishi Heavy 

Industries, Ltd., Japan 

This paper describes the latest technologies of the UE engine. The 

UE engine program is continuously updated to meet customer 

demands. For this purpose, the number of types of the latest engine 

series, the LSE, has increased. In this paper, new LSE engines have 

been reported, and especially the UEC40LSE/35LSE, which have 

just begun development, are focused on. Also their design features 

with several new technologies are described. In addition, 

“environment” is the key word in the marine industry these days. 

The UE engine is an environmentally friendly engine, and some 

technical progress in this fi eld is introduced, such as technologies 

for reduction of fuel oil consumption and NOx. The design concepts 

of the latest UE engine series, the LSE, are excellent reliability, 

economy, easy maintenance and environmentally friendly, with 

higher engine power for faster and larger ships. The fi rst LSE engine, 

the UEC52LSE, was released in 1998. Since then, fi ve engine types 

of bore sizes from 45 to 68 cm have been added to the LSE program. 

Now, the UEC40LSE/35LSE engines have been introduced into the 

portfolio. The UEC40LSE/35LSE have been jointly developed in 

cooperation with Wärtsilä Switzerland to accommodate various 

small- and medium-sized ships such as handy bulk carriers, product 

tankers, and reefer vessels, which are less than 30,000 dwt. At the 

same time, replacement from middle-speed four-stroke engines is 

also targeted. Low load operation systems and waste heat recovery 

systems are being developed due to high crude oil prices, owner’s 

requirements of operation cost reduction, CO 2 reduction. In order 

to continuously operate an engine at low load, a special fuel valve 

atomizer, increase of the auxiliary blower capacity and modifi cation 

of the turbocharger specifi cation are applied. In addition, the one- 


49


turbocharger-cut method is another candidate for solving this 

problem. Several ships with low load systems are already in service. 

Furthermore, a waste heat recovery system to increase total plant 

effi ciency will be introduced. Because the environmental issue is the 

most important for marine diesel engines, new technology to 

comply with Tier I, Tier II and treatment for existing ships has been 

in development for the UE engine. The appropriate engine tuning 

will be applied for all UE engines for Tier II. To meet Tier III 

regulation, application of SCR technology is supposed to be the 

most practical; however, other solutions, such as a water injection 

system, remain under consideration. 

The Wärtsilä low-speed engine programme 

for today’s and future requirements 

K. Heim, Wärtsilä Industrial Operations, 

Switzerland, P. Frigge, Wärtsilä Switzerland Ltd, 

Switzerland 

The Wärtsilä low-speed marine engine programme is being 

developed to meet a diverse mix of requirements. Shipowners 

require highly reliable engines that are economical to run. 

Shipbuilders need engines that provide an ideal match to ships’ 

propulsion requirements while having an economical fi rst cost. Yet 

the same engine must also meet regulatory demands for low exhaust 

emissions of nitrogen oxides (NOx), sulphur oxides (SOx), etc. 

Soon carbon dioxide (CO 2 ) emissions will be in the focus, to meet 

the challenge of global warming. The paper reviews the latest 

developments in the low-speed engine programme to satisfy all 

these requirements. Among the larger engines we have introduced 

the RT-fl ex82C and RT-fl ex82T engines which take advantage of the 

platform concept, sharing components to give economies of scale in 

manufacture, storage and logistics. RT-fl ex82C and RT-fl ex82T 

engines were subjected to thorough testing in 2008 and 2009. Test 

results and the fi rst service experience are presented in the paper. The 

programme is also being extended to lower powers with the RTfl 

ex35 which is introduced in the paper. The paper describes the new 

features of this new engine type, such as a simplifi ed common-rail 

concept to suit its small size. In addition to the new engines being 

added to the programme, certain existing engine types are being 

upgraded by increasing their BMEP (brake mean effective pressure) 

up to 21 bar. The increased cylinder powers are allowing greater 

fl exibility in the matching of engines to ship propulsion requirements. 

Flexibility is a key attribute of the electronically controlled RT-fl ex 

common-rail engines. The common-rail system is already bringing 

benefi ts in areas such as fuel consumption, emissions control, 

engine setting, waste heat recovery potential and vibration control. 

The paper shows how the electronically controlled common-rail 

system has clear advantages in emissions control, particularly with 

respect to the latest IMO Tier II regulations for NOx emissions. The 

RT-fl ex engines will meet the Tier II regulations with a smaller fuel 

consumption penalty than other engines. Work is also progressing 

on meeting the next IMO Tier III NOx limits, possibly without 

recourse to catalytic reactors. Investigations for compliance with 

IMO Tiers II and III, as well as other research tasks, are being carried 

out on the new RTX-4 research engine. The paper reports on these 

tests and special features of this engine. 

Product development of MAN B&W twostroke 


S. Kindt, MAN Diesel & Turbo SE, Denmark 

Ever since 1982, when the fi rst MC engine was introduced, the 

engines have gone through a long and stable development so as to 

be able to always fulfi l the requirements from the market. Not only 

50 


with regard to increased power and lower fuel consumption and 

emissions, but also with regard to optimised design, taking cost, 

production, reliability as well as service and maintenance into 

consideration. More than 17,000 MC engines have been ordered 

since 1982. The MC-C and ME/ME-C versions were introduced in 

1996 and 2003, respectively, and they have superseded the MC 

version as more modern versions of the very reliable MC engine 

design. This paper will deal with the latest developments of the 

MC engine; namely the ME-B8/9 engines and the 80 and 90 bore 

ME-C9 engines, for which service experience is now already 

available for K80MEC9, S40ME-B9 and S35ME-B9. These two 

engine designs have been optimised, utilizing the experience from 

earlier designs, as well as introducing brand new construction 

principles, for instance, the new horizontal main bearing assembly, 

the integrated scavenge air receiver, the integrated auxiliary blower 

and single-wall piping for the hydraulic oil supply. The engines 

have been uprated compared with previous designs. They are 

designed for the optimum propeller speed so as to increase 

propeller effi ciency and, thereby, reduce fuel costs for the ship 

speed chosen. With more than 100 engines on order, the ME-B 

design has proved its worth, showing a great benefi t for smallbore 

two-stroke engines with electronically operated fuel injection 

and camshaft-operated exhaust valve. From the above, it can be 

seen that the latest engine designs are only offered as electronically 

controlled versions, which from an overall cost point of view is 

the most economical solution when bearing in mind the Tier II 

regulations. However, if needed, the ME-C9 engines can also be 

designed as MC-C9/MCS9. 

The new Wärtsilä 820 mm-bore engine 

series – advanced design and fi rst running 

experience 

M. Spahni, H. Brunner, R. de Jong, Wärtsilä 

Switzerland Ltd., Switzerland 

The Wärtsilä family of 820 mm-bore marine low-speed engines 

arose from a need to provide more modern engines in this size 

range to provide ship owners and ship builders with the benefi ts of 

recent developments in operating economy, reliability with long 

times between overhauls, manufacturing, electronically controlled 

common-rail systems and engine installation, as well as increased 

unit powers. The paper presents the four 820 mm-bore lowspeed 

marine engine types introduced for a wide range of applications. 

With a piston stroke of 2646 mm, the ‘C’ versions suit Panamax 

container ships, with powers between 21,720 and 54,240 kW, 

while the ‘T’ versions of 3375 mm stroke are ideally suited for very 

large tankers and ore carriers with powers of 21,720 to 40,680 kW. 

The ‘T’ version also perfectly suits for container vessel applications 

if a low shaft speed is required. The paper mainly focuses on the 

RT-fl ex82C and RT-fl ex82T engines which incorporate the latest 

electronically controlled common-rail systems. Electronically 

controlled Wärtsilä RT-fl ex common-rail engines are proving to be 

very popular. They have added benefi ts for ship owners and 

operators, including smokeless operation at all engine speeds, low 

stable running speeds, low fuel consumption, and consistent 

engine settings for reduced maintenance. Different tunings allow 

perfect adaptation of an engine to its operating conditions. The 

RTA versions with mechanically controlled fuel injection pumps 

and exhaust valve drives are available for those owners preferring 

the traditional concept. The possibility of meeting the requirements 

of two distinctly different market segments with engines of the 

same cylinder bore and the same power of 4520kW/cylinder 

opened the way for the use of the platform concept with two 

different strokes to suit different ship applications but sharing 

components to give economies of scale in manufacture, storage



and logistics. An extended layout fi eld was introduced to offer 

widened fl exibility to select the most effi cient propeller speed for 

lowest daily fuel consumption, and the most economic propulsion 

equipment (propeller, shafting, etc.), together with the appropriate 

propeller diameter. The engines are already proving to be highly 

successful in the market, with orders amounting to 138 engines 

with an aggregate power of 5GW (6.8 million bhp). The engines 

are being installed in vessels constructed in South Korea, China 

and Germany. The fi rst examples of the RTA82C and RT-fl ex82C 

types were subjected in 2008 to a comprehensive testing 

programme. The engine performance was optimised, the calculated 

stresses and temperatures of all major components were verifi ed, 

and for future applications the tuning for IMO Tier II emission 

regulations was also defi ned. A type approval test was successfully 

passed in September 2008. The fi rst RT-fl ex82T was shoptested 

successfully in spring 2009, and a type approval test was passed in 

September 2009. In total, more than thirty 82C and 82T engines 

have completed their shop test. By January 2010, seventeen 

RTA82C, RT-fl ex82C and RT-fl ex82T engines were in service with 

up to 7000 running hours. The general running behaviour of the 

engines is very satisfactory. Piston-running, exhaust valve and main 

bearing behaviour are without any complaints. Only some minor 

modifi cations have been successfully introduced on the camshaft 

alignment of the RTA versions and the fi xation of the high pressure 

pipes of the RT-fl ex versions. 



Diesel Engines – Injection & Engine Technologies 

Some experimental experience gained 

with a medium-speed diesel research 

engine 

M. Imperato, T. Sarjovaara, M. Larmi, Helsinki 


I. Kallio, C. Wik, Wärtsilä Finland Oy, Finland 

The objective of this paper is to show some experimental results 

gained from a medium-speed research engine. The study is in fact 

carried out with a single-cylinder common rail diesel engine (EVE), 

which is used only for research purposes. Its main feature is that 

the gas exchange valve timing is completely adjustable with an 

electro-hydraulic system that uses the engine lubrication oil at 250 

bars to open the gas exchange valves. In addition the engine does 

not have a turbocharger, but a separate air compressor supply 

system that permits to change freely the intake charge air conditions; 

after the engine, a butterfl y valve tunes the exhaust back pressure. 

The fuel system is a common rail type: rail pressure, start of injection 

and injection duration are fully adjustable. The studies are carried 

out exploiting all the possibilities of the EVE engine: different 

loads, rail pressures, starts of injection and boundary conditions 

are modifi ed. Nevertheless the hydraulic system of the gas exchange 

valves is changed to test and evaluate the performance with different 

timings. Two studies are described in this paper. The fi rst is an 

application of the Miller technique, advancing the closure of the 

intake valve. The purpose of this work is a massive reduction of the 

NOx emission with no penalties in fuel consumption. The setup of 

the loads with Miller cycle is found with the help of a simulation 

model. The results show that high NOx reduction is achievable 

with the used strategy at every run load but the greatest decrease 

occurs at partial load. The major drawback is the increase of soot 

formation in the runs with very advanced intake valve closing. The 

second study is the infl uence of the injection parameters on the 

engine performance. Different rail pressures and starts of injection 


Chair of Piston Machines and Internal Combustion 

Engines Prof. Dr.-Ing. H. Harndorf 

1st Large Engine Symposium 

of Rostock 

Prospectives of Large Engines regarding 

Emissions, Fuels and Costs 

Head: Prof. Dr.-Ing. H. Harndorf 


Engines, University of Rostock 

Organisation: Dipl.-Ing. Christian Fink 


Engines, University of Rostock 

Date: 16th – 17th September 2010 

Conference venue: Radisson SAS Hotel Rostock, 

Lange Straße 40, 18055 Rostock 

Topics: 

�� Technologies to fulfill future emission legislation 

�� Ship owners and ship builders point of view on the implementation 

of new exhaust gas legislations 

�� Demands and trends regarding fuels 

�� Prospects for future propulsion and energizing units 

Attendees: 

�� Researchers and developers from large engine industry 

�� Representatives of ship owners and ship yards 

�� Independent research bodies 

�� Representatives from fuel/oil business 

Notes: 

Early bird offer: If you register until 31.07.2010 you only pay € 890,00 

Attendees from university pay € 490,00 

Students pay € 190,00 

Conference fee 

HDT- Member: € 980,00 statement of HDT- member- No. absolutely 

necessary 

Non-Members: € 980,00 

including proceedings as well as lunch, beverages and evening program 

Detailed program and registration: 

Tel.: +49 201 1803-1 

Fax: +49 201 1803-280 

Mail: anmeldung@hdt-essen.de 


51


are tested combined with both high and low engine loads. The 

same setup with the highest rail pressure is used for all the run 

loads. The results show that there is a clear dependency between 

the injection parameters and the engine performance. An 

optimization may be possible but the overall view of all the main 

engine outcomes has to be taken into account. 

Predictive simulation and experimental 

validation of phenomenological 

combustion and pollutant models for 

medium-speed common rail diesel engines 

at varying inlet conditions 

P. Kyrtatos, P. Obrecht, K. Boulouchos, ETH Zürich, 

Switzerland, 

K. Hoyer, Paul Scherrer Institut, Switzerland 

As internal combustion engines are becoming ever more complex, 

there is increasing need for engine parameter optimization through 

simulation, to avoid numerous timely and costly test-bed 

measurements. When performing simulations for engine 

performance and emission optimization, the capability of the 

combustion model used to accurately predict NOx emission 

formation as well as heat release rates at varying engine conditions 

becomes increasingly important. Considering the trade-off between 

computational cost and accuracy of predictions of diesel engine 

combustion and pollutant models, phenomenological models have 

a clear advantage compared to their CFD and simple mathematical 

approximation alternatives. The detailed phenomenological model 

used in this study is able to capture changes in fuel injection system 

and charge-air thermal and chemical properties for direct injection 

diesel motors, while being computationally effi cient. This paper 

aims to show the ability of these models to predict diesel combustion 

and emission formation during signifi cantly varying inlet charge 

and injection conditions, in common rail medium-speed diesel 

engines. Initially the phenomenological models are calibrated using 

measurement data from a production common rail medium-speed 

Wärtsilä 6L20CR diesel engine, employing a state-of-the-art 

turbocharging system. The model calibration includes data from 

experiments where injection timing and pressure as well as engine 

load were varied, to determine their infl uence on combustion and 

NOx emissions. The models are then used to predict the heat release 

rate and NOx formation when the inlet valve timing is changed to 

earlier Miller timing and the charge air pressure is raised using twostage 

turbocharging. Additionally, the models are embedded in a 

1-D simulation model of the engine to predict the resulting engine 

performance. The simulation results are compared with experimental 

results obtained from the test engine with matching hardware 

changes, giving an indication of the models’ ability to capture the 

most important combustion and emission formation characteristics. 

Results from the study show very good performance of the 

combustion and emission models, when used to perform operating 

map-wide simulations with varying fuel injection conditions. When 

the models are used to predict heat release rate in the two-stage 

turbocharged engine with Miller timing, the combustion rate is 

predicted well, with small discrepancies in ignition delay calculation. 

The emission model correctly forecasts the reduction in NOx 

emissions as a result of the advanced Miller valve timing, but 

underestimates the true level of NOx produced. Overall, the 

combustion and emission models show good performance, and 

their short calculation time allows them to be used for multi-variable 

engine optimization within the calibration ranges. With 

improvements in the ignition delay and NOx calculation, the 

models can additionally be used for preliminary engine concept 

design studies and turbocharger matching through simulation. 

52 


Emission reduction potential of 3000 bar 

common rail injection and development 

trends 

S. Pflaum, J. Wloka, G. Wachtmeister, Technical 

University of Munich, Germany 

Due to the introduction of new emission limits, engine developers 

are forced to optimize both, combustion process and peripheral 

equipment of diesel engines. For this purpose peripherical systems 

like the cooling system, the exhaust-gas-recirculationsystem (EGR) 

and the injection system play a major role. Beside cooling- and EGRsystem 

highly affecting the generation of nitrogen oxide (NOx) 

emissions, the soot production is primarily infl uenced by the 

injection system. To investigate and develop new combustion 

processes the Chair of Internal Combustion Engines (LVK) at the 

Technische Universitaet Muenchen (TUM) developed a novel singlecylinder-research-engine, 

equipped with a special EGR system and a 

3000 bar common rail system. This common rail system based on a 

standard 1800 bar system had to be adapted and redeveloped for 

the extremely high injection pressures. The LVK-Research-Engine 

itself was build for combustion pressures up to 300 bar, which is 

high above series. The fi rst engine tests with the new 3000 bar 

injection system showed a great correlation between the injection 

pressure and the emission. As the extremely high injection pressures 

in combination with standard injector nozzles (designed for 

1800 bar) did not yet produce satisfying emission results, the LVK 

started to adapt and design new nozzles for this high injection 

pressures. The development process of the new highpressure-nozzles 

is based on Computional Fluid Dynamic (CFD) calculations, which 

show the diesel fl ow in the injector nozzle holes. After adapting the 

calculations to the new high-pressure range, the infl uence of the 

different geometry parameters, like nozzle-hole number, diameter, 

conicity and degree of hydro erosive (HE)-rounding of the nozzle 

holes was studied. With consideration of the needs of a low-emission 

combustion process, the new, adapted nozzles for high pressures 

were designed by CFD and manufactured by drilling and HErounding. 

The high-pressure-nozzles were mounted in the LVK- 

Research-Engine for further investigations. The emission behaviour 

of the new nozzles was tested and validated in the research engine. 

With the new high-pressure-nozzles remarkable good emissionresults 

could be achieved. The 3000 bar common rail system with 

the new CFD-optimized nozzles showes big potential to comply 

with EURO VI 

in a distinctive area of the engine map. Beside the described 

development process the paper will discuss engine development 

trends concerning also costs, lifetime and potentials, like reduction 

of emission and fuel consumption by applying new, adapted highpressure-injection-systems 

(up to 3000 bar and above). In addition 

some future visions will be presented. 

NOx emission reduction by use of N2 diluted charge air 

O. Melhus, I. J. Garasen, B. Haukebo, K. K. Langnes, 

Ecoxy AS, Norway, 

D. J. Stookey, Compact Membrane Systems, Inc., 

USA, 

J. E. Hustad, Norwegian University of Science and 

Technology (NTNU) 

In the years from 2004 to 2009 Ecoxy has tested three different ways 

to dilute the charge air for NOx reducing purposes. EGR is a wellknown 

measure to reduce NOx from diesel engines and has been 

extensively used for automotive diesel engines for a number of years. 

For marine diesel engines, which run on totally different types of



fuel, EGR may have draw-backs leading to a reluctant attitude among 

engine makers and users to this technology. The market for NOx 

reducing solutions for marine diesel engines in Norway was opened 

by the business sectors NOx fund established in May 2008. The 

cooperation between the pollution authorities and the industries 

established by this fund has been a big success for technology 

development and introduction of NOx reducing technologies in to 

the shipping market. The relation between O 2 content in the charge 

air and NOx emission from the engine is well known. A signifi cant 

reduction of NOx emission will be obtained by using air separating 

membranes to reducing the O 2 content of the charge air. The O 2 lean 

charge air thus produced is always clean without particulate matter 

and has ambient temperature. The paper will describe the three 

different solutions Ecoxy has tested. All systems use Nitrogen 

Enriched Air (NEA) producing membranes, but operate quite 

differently: 

1. NEA membrane system moderately pressurized by the Turbo 

Charger (TC) of the engine (


supply and demand indicate that oil, coal and natural gas will 

continue to be the predominant energy sources through 2030. As 

energy prices rise through market cycles, owners and operators of 

natural gas engines will seek ways to reduce their energy costs. 

This will be especially true in power generation markets where 

fuel costs directly affect the profi tability. This paper will focus on 

next generation natural gas engine oil product development 

utilizing leading edge synthetic technology that provides extended 

oil life, excellent piston deposit control and increased engine 

effi ciency and reduced emission benefi ts. The comprehensive 

bench test program which evaluated oxidation stability, high 

temperature thermal stability and frictional characteristics of 

promising candidates will be discussed. The paper will also 

provide highlights of the extensive engine durability test program 

which evaluated the oil life, piston cleanliness and wear 

performance in shop and fi eld applications. 

Controlling NOx emissions of large gas 

engines based on in-cylinder pressure 

measurement 

J. Eggers, S. Sofke, M. Greve, AVAT Automation 

GmbH, Germany 

In a market largely governed by economic effi ciency, engine control 

systems signifi cantly determine the performance of large gas 

engines. At this, the use of pressure indication makes an especially 

valuable contribution to long-term engine monitoring and closedloop 

control of the combustion process of each cylinder per 

working cycle. It allows reliable knock and misfi re detection and 

individual cylinder balancing of various kinds of combustion 

parameters such as mean indicated power, peak pressure and 

Center- or Duration-of-Combustion. Therefore, real-time signal 

processing solutions are used to ensure very precise controlling 

strategies to operate the engine at its limit. The operators benefi t 

results in increased engine durability and performance as well as 

safe engine operation for increased power. However, it should be 

emphasized that the capabilities of pressure indication are far from 

being fully exploited for series engine applications, yet. To establish 

pressure indication outside test rigs, we presented closed-loop 

engine control based on incylinder pressure courses at the 6 th 

Dessau Gas Engine Conference in 2009, whereby the proposed 

method can be applied to any gas engine immediately. Meanwhile, 

our in-cylinder pressure measurement device and engine control 

unit has been extended to tackle another important aim besides 

engine uprating in terms of power and effi ciency. In this paper, we 

propose a general NOx control intended for in-cylinder pressure 

measurement. It can be used as additional feature, when in-cylinder 

pressure acquisition is already available to avoid any further specifi c 

NOx control sensors or as replacement probably outperforming 

existing NOx control solutions. At this, we focused on the design 

approach of NOx control and outlined fundamental advantages of 

our method in more detail. Founded on theoretical aspects of NOx 

formation proposed by Zel’dovich, we initially establish a common 

understanding in the most relevant aspects that deal with the 

essential infl uence of temperature referring the NOx formation 

rate. In simulations, this theoretical NOx model was employed to 

analyze secondary infl uence parameters on NOx formation, 

whereby two empirical NOx control approaches were derived. 

Further, this proposed NOx control approaches were evaluated on 

acquired in-cylinder pressure courses from a single-cylinder research 

engine covering a wide range of representative operating points. 

Meaningful results in accuracy and robustness of the investigated 

NOx estimation strategy confi rm our assumption that it is benefi cial 

to use these methods for advanced emission control in series 

applications. When the fundamental engine control is completely 

54 


performed within the in-cylinder pressure domain, it overcomes 

typical shortcomings of existing emission control principles 

which are applied under limited assumptions about the internal 

combustion and require periodic engine and fuel specifi c 

calibration. With respect to a trade-off between low NOx emission 

levels and high engine effi ciency, an increased precision of NOx 

control allows for smaller safety margins and leads to more 

effi cient engine operation. 



Advanced Turbocharging Systems II 

Fuel economy by load profi le optimized 

charging systems from MAN 

H. Schmuttermair, A. Fernandez, M. Witt, MAN 

Diesel & Turbo SE, Germany, 

M. Witt, MAN Turbo AG, Germany 

Due to exploding oil prices especially in 2008, ship owners and 

operators are looking for ways of reducing fuel consumption, 

which is taking the biggest portion in the operating costs, with 

highest priority. In view of the current global fi nancial crisis, the 

requirement of fuel economy has become increasingly a centre of 

attention related to all involved technical aspects. With regard to 

ship propulsion, MAN is covering the variety of solutions in the 

most comprehensive way from one source. Depending on the 

case, whether newbuilding or retrofi t, this can include the basic 

engine selection or just ship operation considerations like the 

immediately available “slow steaming” by reducing vessel speed. 

In any case, the contribution of the propulsion system effi ciency is 

required to gain maximum benefi ts. In this respect the charging 

system is regarded as a key factor, and the layout must be tailormade 

acc. to the application and average mission. Based on the 

intended time-based load profi le – if the focus is set on full load 

or part load operation – two main categories can be established 

and even a combination with full fl exibility is possible. MAN 

Diesel can offer the most effective solutions, which include not 

only the desired fuel consumption reduction but also attractive 

considerations of the return on the invested money. In this paper, 

the favoured solutions with regard to the charging system from 

MAN Diesel are discussed in detail. The MAN solution for high 

load operational profi les is the full waste heat recovery system 

consisting of both power turbine and steam turbine made by 

MAN, in combination with the high effi cient turbocharger series 

TCA. A step forward in engine fuel effi ciency can be expected, 

unreachable to this extent by other measures. The preferred 

solution for low load profi les is “VTA” variable turbine area 

technology of MAN Diesel. Further options – of course also 

available from MAN Diesel - in order to increase the cylinder 

pressure level at low load and therewith improve combustion are 

known, like sequential turbocharging (e.g. cut-out of one 

turbocharger out of min. two at part load), waste gate installation 

(closed at part load) or simply optimization of the turbochargers 

characteristics for low load. For all these methods a feasibility 

study is made in order to assess the economic importance. By 

VTA’s fl exibility, all inherent disadvantages can be avoided and the 

benefi ts optimized up to the limits of the available margins. Of 

course, the intermediate load range can be covered by both 

preferred options and a case by case study is essential in order to 

fi nd the respective best solution. To carry it to extremes, even a 

combination of VTA on the turbochargers as well as on a power 

turbine at the same time would provide fl exibility and fuel 

economy in all aspects – even if the load profi le is fl exible.

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Development of a large-scale turbocharger 

generator unit 

S. Tochio, R. Ide, T. Ito, T. Iwasaki, R. Suenaga, H. 

Shimaya, S. Tochio, Nishishiba Electric Co., Ltd., 

Japan, 

M. Kondo, M. Kunimitsu, Mitsui Engineering and 

Shipbuilding Co., Ltd., Japan 

Mitsui Engineering & Shipbuilding Co., Ltd. and Nishishiba Electric 

Co., Ltd. have developed a Turbocharger Generator Unit (TGU) 

which can produce the electric power from the exhaust gas energy of 

large marine diesel engines. The continuous increase of turbocharger 

effi ciency has made the large marine diesel engines possible to 

recover the additional power through Turbo Compound System 

(TCS) from the surplus exhaust energy. TGU consists of a high-speed 

generator which is assembled to a turbocharger compressor end and 

an electric power control system, while a conventional power turbine 

system requires a reduction gear and an exhaust gas bypass line as 

well as a power turbine. The maximum continuous power of the 

developed high-speed generator is 1,300kW at 10,500min -1 that 

corresponds to the rated speed of the world largest turbocharger 

Mitsui-MAN TCA88 with high effi ciency. In order to obtain the 

fundamental design data prior to designing a full-scale high-speed 

generator, a halfsized model was designed, manufactured and tested 

driven by an electric motor in combination with such electric power 

control system as an inverter, a transformer, a harmonic fi lter and a 

system controller which were newly developed for a full-scale 

model. The full-scale high-speed generator was designed and 

manufactured based on the evaluation of the manufacturing and 

test results of the half-sized model. On the other hand, the 

connection between a full-scale high-speed generator and a 

turbocharger was carefully designed through the FEM analysis and 

the rotor vibration analysis. The full-scale high-speed generator was 

assembled to the TCA88 turbocharger for Mitsui-MAN 11K98MC- 

C(62,810kW × 104min -1 ), on which three sets of turbocharger are 

installed, after a mechanical running test driven by an electric motor 

and the assembly was subjected to a turbocharger burner rig test 

together with the above mentioned electric power control system. 

The generator (system) output of 1,015kW (960kW) was achieved at 

10,500min -1 with the generator (system) effi ciency of 94.0% 

(88.9%), resulting in the reduction of apparent turbocharger 

effi ciency by 3.8 points. The system output corresponds to 4.6% of 

the intended diesel engine shaft output, which yields 2.3 points 

increase in thermal effi ciency. It is expected through the detailed 

evaluation of the measured data that more output can be achieved 

when the turbocharger is designed for the hot cycle engines suitable 

for waste heat recovery. It was also confi rmed that the electric power 

control system works satisfactorily and the rotor runs without any 

harmful vibration through the whole running speed. 

Development of a new turbocharger 

technology for energy effi cient and low 

emission diesel power plant 

T. Teshima, M. Kimura, K. Shiraishi, Y. Ono, 

Mitsubishi Heavy Industries, Ltd., Japan 

All of the marine diesel engines are requiring the increasing demand 

for energy effi cient and low emission. Following three issues have 

become major concern for diesel engines. 

1. Increase of charging air pressure for lower NOx emission for 

TierII engines 

2. Exhaust gas waste heat recovery for lower CO 2 emission 

3. Flexibility of the engine for part load optimization for lower 

CO 2 emission 

To comply with engine requirement to supply very high scavenging 

56 


air pressure, MHI successfully developed new series of MET-MB 

turbochargers. In consideration to maximize exhaust gas energy 

recovery, MHI has developed a hybrid turbocharger system (HB TC 

System) for marine diesel engines because it has the advantage of a 

higher heat recovery effi ciency coming from the latest power 

electronic system. This is a turbocharger coupled directly with a high 

speed generator/motor. This system was originally developed for 

stationary gas engines to keep the charging air pressure constant in 

all season. The technology above could be changed for a Waste Heat 

Recovery system (WHR system) of marine diesel engines. This paper 

introduces design features and estimated calculation results of the 

fi rst hybrid turbocharger MET83MAG which is newly developed by 

MHI. As the other new technology of achieving lower fuel oil 

consumption at the low-load of marine diesel engine, MHI jointly 

proposed with shipyards and engine manufacturers an on/off 

sequential turbo-charging system responding to engine load, 

featuring two different sized turbochargers which are located in a 

parallel arrangement used with a single diesel engine. This new 

sequential turbo-charging system (STC System) can contribute for 

both engine optimizing points at low load and high load. MHI 

obtained good results at shop test. Further advantage of the system 

above is that it can make remarkable increase of heat recovery at part 

load. Usually, the WHR system is functional at engine load more 

than 50% engine load in case of conventional turbo-charging 

system. In case that the WHR system applied together with this new 

turbo-charging system, the WHR system is possible to be functional 

at lower load range than a conventional system, for example 40% 

engine load due to increased scavenging pressure. Authors are also 

proposing this system for energy effi cient and low emission diesel 

power plants to next generation. 

Multi-model adaptive wastegate control of 

a large medium-speed engine 

F. Oestman, T. Kaas, Wärtsilä Finland Oy, Finland 

The emission legislation for large medium-speed engines has 

become increasingly stricter in recent years. One of the more 

common ways of meeting these restrictions is to treat the exhaust 

gases with various external devices, such as catalysts and scrubbers. 

However, to ensure admissible air pollution levels throughout the 

life-time of the engine system, the long-term performance of the 

different engine control-loops needs also to be guaranteed. The 

dynamics of marine and power plant engines are usually dependent 

on many different factors, such as the operating point of the engine 

and external conditions. Aging, wear and clogging of mechanical 

components affects, furthermore, the dynamic behaviour of the 

engine. As a consequence, the optimal set of controller parameters 

varies over time and deteriorates the performance of the closed-loop 

control system. To consider the dynamic variations due to 

nonlinearities and changing conditions, gain scheduling control 

schemes are usually used, where the controller parameters are a 

function of a measured quantity, e.g. the engine load. To eliminate 

the need of additional measurements, adaptive control schemes 

could be considered. A typical problem with adaptive control 

methods is the drifting of the identifi ed parameters during states of 

insuffi cient excitation. Multi-model adaptive control scheme has 

been proposed as an approach which is more robust to excitation 

problems. The contribution of this paper is the development of a 

multi-model adaptive control method for waste-gate control of an 

internal combustion engine. Instead of using additional 

measurements, the dynamic changes in the process due to varying 

operating conditions are identifi ed using process identifi cation 

which are then used for adjusting the controller behaviour. The 

adaptive control scheme is evaluated on a 2.7MW Wärtsilä 6L34SG 

natural gas engine, where the dynamics variations due to the



wastegate and turbocharger are successfully identifi ed and used for 

determining the correct response of the controller. 


(12) Users’ Aspects – 

Land-based Applications 

(Power Generation, CHP, Oil & Gas, Rail) 

Exhaust emissions from A 2,850kW EMD 

SD60M locomotive equipped with a diesel 

oxidation catalyst 

S. Fritz, D. Osborne, J. C. Hedrick, Southwest 

Research Institute, USA, 

M. Iden, Union Pacific Railroad Company, USA, 

J. Galassie, Miratech Corporation, USA 

This paper evaluates the effectiveness and durability of a third 

generation experimental diesel oxidation catalyst (DOC) system on 

the emissions of a 2,850kW EMD SD60M US EPA Tier 0 locomotive. 

The locomotive was originally manufactured in 1989, and the diesel 

engine was last overhauled and brought into EPA Tier 0 compliance 

in 2005. The DOC system was positioned in the pre-turbine exhaust 

fl ow. Locomotive Federal Test Procedure (FTP) testing was performed 

on the Union Pacifi c Railroad locomotive, before and after 

installation of the oxidation catalyst. The locomotive was then put 

into revenue service in California, and worked back to SwRI after 

completing six months and 14 months of service for additional 

emissions testing and DOC inspection. Two previous generations of 

this DOC technology were installed on this same locomotive, 

starting in May 2006. Initial test results showed that the V-CAT 

produced a 46% reduction in brake specifi c particulate matter (PM) 

over the locomotive line-haul duty-cycle, and 32% reduction over 

the switcher duty-cycle. Hydrocarbons (HC) and Carbon Monoxide 

(CO) were reduced by 57 and 78%, respectively, over the US EPA 

line-haul cycle, and 55 and 69% over the switcher cycle. Initial 

testing of the V-CAT also demonstrated minimal fuel penalty, with 

back-to-back testing of the locomotive with and without the V-CAT 

showing that brake specifi c fuel consumption (BSFC) increased over 

the line-haul cycle by 0.5% and essentially no change over the switch 

cycle. Smoke opacity increased due to reduced engine breathing at 

Notch 6, but was well below Tier 0+ smoke limits. Testing at six and 

14 months showed no signifi cant degradation in emissions 

performance or engine performance. V-CAT inspections at six and 

14 months revealed that there were no major durability issues. There 

were also no aftertreatment maintenance performed during the 14 

month demonstration. Based on the results of this test program, a 

DOC may be a viable tool for meeting Tier 0+ PM standards for 

various EMD locomotive models. Additional fi eld operation of any 

“retrofi t” DOC on EMD locomotives would likely be necessary to 

further validate the long-term reliability, as these locomotive engines 

are typically expected to operate for seven to ten years between 

overhauls. 

Wind Diesel Hybrid Systems - engines 

supporting wind power 

C. Dommermuth, J. Dorner, MAN Diesel & Turbo SE, 

Germany 

The environmental impacts of electricity production are attracting 

increasing attention. Environmental friendly and low CO 2 electricity 

production methods are supported by worldwide policymakers as 

part of a strategy to stop climate change and ongoing pollution. This 

paper deals with an interesting opportunity especially for Internal 


Combustion engines (IC engines) to combine the multi-fuel higheffi 

cient power generation with IC engines and the environmentalfriendly 

power generation with CO 2 neutral wind power in hybrid 

wind diesel solutions. No other energy generating solution has a 

stronger growth rate over the past 15 years than wind power - and 

no other prime mover technology has so much fl exibility, high 

availability and reliability in electricity generating than an IC engine. 

In modern electricity grids, e.g. the European UCTE with a high 

share of fl uctuating power installations like wind farms, a 

Transmission System Operator (TSO) takes care of transmitting 

electrical power from generation plants to regional or local electricity 

distribution operators. 

VOC energy recovery by gas turbine 

cogeneration 

Y. Yoshimura, S. Uji, IHI Corporation, Japan 

Volatile organic compounds (VOCs) are discharged during plant 

operation at manufacturing facilities for paints, chemicals, or plastic/ 

resin, and can cause photochemical smog and pollution due to 

suspended particulate matter (SPM). In some cases several 

types of VOC, such as toluene and xylene, are necessary in the 

painting process, and there is much concern regarding disposal of 

VOCs after use. The waste gas containing large amounts of used 

VOCs must be treated by taking certain measures. In general, 

treatment of VOCs can be classifi ed into two types: (1) recycling by 

activated carbon adsorption and (2) exothermic oxidation by 

combustion to render the compound harmless. Although exothermic 

oxidation (combustion) is occasionally used, regenerative thermal 

oxidation and catalytic oxidation have recently become the most 

popular methods in large-scale processing. Suffi cient reduction of 

VOC emissions can be achieved using any of these methods, but 

there are some concerns about energy effi ciency. In an attempt to 

resolve these issues, we have developed a new VOC abatement 

system in which the chemical energy of VOC is recovered as a partial 

fuel for gas turbine cogeneration. The use of this system may result 

in a reduction in carbon dioxide (CO 2 ) emissions and also a 

signifi cant reduction in the operating cost of the entire VOC 

abatement system. In this paper, we explain the new VOC abatement 

system, which combines a steam-injected gas turbine with an 

adsorption apparatus using activated carbon. 

Application of an experimental EGR system 

to a 1,715kw EMD 12-645e3 locomotive 

engine 

J. Hedrick, S. Fritz, Southwest Research Institute, 

USA, 

S. Ted, Advanced Global Engineering, Inc., USA 

This paper investigates the exhaust emissions and fuel consumption 

benefi ts of using exhaust gas recirculation (EGR), separate circuit 

aftercooler, and retarded injection timing on a 1,715kW Electro- 

Motive Diesel (EMD), two-cycle, 12-645E3 diesel engine, which is 

very popular in marine and locomotive applications in North 

America. The use of EGR, 4 degree static injection timing retard, and 

minimizing manifold temperature provided a US-EPA line-haul 

duty cycle brake specifi c Nitrogen Oxides (NOx) emission reduction 

of 46% while demonstrating no increase in cycle brake specifi c fuel 

consumption (BSFC) when compared to the baseline test. The brake 

specifi c particulate matter emissions increased by only 7.5% over 

baseline levels. The same engine confi guration offered a 50.6% 

reduction in NOx over the US-EPA switcher cycle and a simultaneous 

2.8% improvement in fuel consumption. The switcher cycle 

weighted PM increased by only 12.7. 


57




Diesel Engines – Emission Reduction 

Sailing towards IMO Tier III – Exhaust 

after treatment versus engine-internal 

technologies for medium speed diesel 

engines 

G. Tinschmann, D. Thum, S. Schlueter, P. Pelemis, 

G. Stiesch, MAN Diesel & Turbo SE, Germany 

Large engines capable of burning heavy fuel oil (HFO) offer 

unrivalled effi ciency in operation, long maintenance intervals 

and thus hold a dominant market share of over 95% as 

propulsion engines in merchant shipping. Taking into account 

of the tonnages transported ships are the most economical and 

lowest emissions means of transport. However, the proportion 

of shipping related emissions of oxides of nitrogen (NOx) und 

oxides of sulphur (SOx) is increasing constantly, especially on 

shipping routes with a high traffi c concentration and in ports. 

Issued by the International Maritime Organization (IMO), with 

MARPOL 73/78 Annex VI the fi rst internationally valid piece of 

legislation for the limitation of gaseous harmful emissions from 

marine diesel engines came into force in 2005, retroactively to 

1st January 2000 and is by now titled IMO Tier I in relation to 

its NOx limits. Scheduled for 2011, IMO Tier II targets for a 15 

- 22% reduction in the NOx limits to be complemented in 2016 

by IMO Tier III which calls for the application of a reduction in 

NOx emissions of 80% compared with today’s standard in 

certain waters yet to be defi ned – so called Emission Control 

Areas or “ECA’s”. For the reduction of sulphur oxide (SOx) 

emissions from marine engines IMO has nominated SOx- 

Emissions Control Areas (SECAs). In these zones, only fuels 

with a maximum sulphur content of today 1.5% may be used or 

the ship operators are required to employ an equally effective 

exhaust aftertreatment. Since the sulphur content of the fuel has 

an enormous infl uence on the particulate emissions of an 

engine, with the introduction of Annex VI the maximum 

sulphur content of marine fuels will be further limited not just 

for the ECA’s but worldwide. To fulfi l the limits set by the IMO 

MAN Diesel is focussing on technologies which are best to meet 

the requirements. On the one hand engines have to fulfi l IMO 

Tier II limits on the free ocean and it is allowed to burn heavy 

fuel oils with up to 3.5% sulphur until 2020. On the other hand 

NOx emissions must be 80% below IMO Tier I inside the ECA’s 

and low sulphur fuel has to be used or equivalent techniques 

for reducing the SOx-Emissions have to be applied. This paper 

describes investigations carried out at MAN Diesel SE and deals 

with the following questions and tasks: 

• What is the preferred technology for IMO Tier III having the 

lowest capital and operational expenditures in mind? 

• Is exhaust gas aftertreatment with an SCR catalyst the 

preferred solution to reach the NOx-limits or are there 

alternatives like Miller-Cycle, exhaust gas recirculation and wet 

methods? Are these options technically feasible and 

competitive? 

• Is a fl exible engine necessary, switching from Tier II to Tier 

III operation when entering ECA’s? 

• What’s the benefi t of an exhaust gas scrubber and which are 

the major challenges if we use HFO also in ECA’s? 

• What is the preferred solution for a small genset engine and 

which is the favourite for large propulsion engines? 

After giving a short overview of technical solutions including 

test results, the paper summarizes the challenges and concludes 

with the evaluation of several Tier III technologies.. 

58 


Exhaust emission control of Mitsubishi UE 

diesel engine 

A. Miyanagi, K. Watanabe, J. Yanagi, Mitsubishi 

Heavy Industries, Ltd., Japan 

This paper shows our approach and perspective to exhaust emission 

control of Mitsubishi UE low speed two-stroke diesel engine for 

marine propulsion. Regulations for the emission from marine diesel 

engines are tightened still further. IMO Tier II regulation requires 

nitrogen oxides to be reduced approx. 15% by 2011 and Tier III 

requires them to be reduced 80% by 2016. Sulfur oxides are required 

the phased reduction of sulfur content in fuel. Carbon dioxide is 

also the matter being discussed for the future regulation. UE engine 

adapts to IMO Tier II with engine parameter optimization such as 

Miller cycle, fuel injection rate, optimization of fuel spray and swirl 

fl ow in combustion chamber in order to prevent large increase of 

carbon oxide. For IMO Tier III regulation, aftertreatment of emission 

is under consideration. Combination of exhaust gas re-circulation 

and water injection could be possible to reduce nitrogen oxides. 

However, this combination possibly brings some carbon dioxide 

increase and reliability degradation caused by sulfuric acid. For 

sulfur oxides, reduction of sulfur content in fuel might be well 

received and suitable for after treatment and EGR system because of 

low sulfuric oxides. In future, demand for carbon dioxide reduction 

will probably be strengthened. Several measures are under 

investigation such as waste heat recovery system, hybrid turbocharger 

and so on. It is assumed that this approach would be signifi cant in 

conjunction with shipping mode optimization. 

Two-stroke engine emission reduction 

technology: state-of-the-art 

M. F. Pedersen, A. Andreasen, S. Mayer, MAN Diesel 

& Turbo SE , Denmark 

Future emission regulation requires drastic reductions of harmful 

regulated pollutants from large diesel engines. For marine diesel 

engines, especially the recently adopted amendments to MARPOL 

Annex VI, contains signifi cantly tightened regulations in terms of 

emission control for both existing and new engines. Engine-out 

emissions can be controlled either by primary or secondary methods. 

Primary methods focus on the process on emission formation and 

involve e.g. adjustment of the engine injection equipment, injection 

and exhaust valve timing, as well as technologies such e.g. Water-In- 

Fuel emulsion (WIF) and exhaust gas recirculation (EGR). Secondary 

methods focus on exhaust gas after-treatment and involve for 

instance NOx reduction using selective catalytic reduction (SCR) 

and scrubber technology for washing out sulfur species as well as 

particulate matter. This paper will focus on primary methods. The 

regulation, as well as an increasing demand from various owners, 

operators, ports and other concerned task holders, has led to MAN 

Diesel using part of its R&D resources in developing retrofi t measures 

for existing engines. The retrofi ts are aimed at reducing NOx, but 

will also be benefi cial for other emission and operation aspects. 

Recent results on this work will be presented in the paper. Water in 

fuel emulsion (WIF) is an existing wellproven technology for large 

two-stroke engines, especially for land based stationary diesel power 

plants. Recently WIF has been further investigated on the 4T50ME-X 

test engine in Copenhagen. Both the NOx reduction potential as 

well as the effect on other emissions is investigated. In this paper 

water contents up to 90 % vol. added water have been achieved and 

a NOx reduction approaching 60% has been obtained. While the 

emission of unburned hydrocarbons (HC) increase somewhat it is 

shown that WIF is very effective in reducing the emission of CO. 

Results from investigations on exhaust gas recirculation (EGR) will



be presented. The results will include an overview of the potential 

for NOx reduction and the infl uence on other emissions such as CO 

and HC. High EGR ratios exceeding 40% have been achieved and it 

has been shown that EGR has the potential to fulfi l the IMO Tier III 

legislation. While the emissions of HC decrease slightly the CO 

emissions increase. As a result from the extensive testing of the EGR 

technology on the 4T50ME-X test engine, it has been decided to test 

the technology onboard a ship. EGR and WIF technologies can be 

combined for even further NOx reduction. Results from 

combinatorial tests are presented in the paper. Extremely low 

emission of NOx down to 0.2 g/kWh has been demonstrated while 

achieving low emission levels of both HC and CO. 

Theoretical and experimental study on 

measures to minimize the NOx -SFC tradeoff 

K. Sugiura, K. Shimada, Mitsui 

Engineering and Shipbuilding 

Co., Ltd., Japan, 

K. Takasaki, K. Okazaki, Kyushu 

University, Japan 

MES (Mitsui Engineering and Shipbuilding 

Co., Ltd.) and Kyushu University have 

been theoretically and experimentally 

investigating effects of some measures to 

clear the IMO NOx regulations for marine 

diesel engines, MARPOL Tier II starting 

from 2011 and Tier III from 2016. 

Formation of NOx, a product from thermal 

dissociation of combustion air, is strongly 

infl uenced by the maximum combustion 

temperature (fl ame temperature). For 

example, lowering the fl ame temperature 

of 200K (for example, from 2400K to 

2200K) realizes a NOx reduction to one 

tenth. On the other hand the higher the 

fl ame temperature, the better combustion 

results and the higher the maximum 

temperature in the thermodynamic cycle, 

the higher the thermal effi ciency. For that 

reason, NOx and specifi c fuel consumption 

(SFC, directly linked to CO 2 emission) are 

in a ’trade-off’ relation. The authors 

introduce some unique ’trade-off 

minimum’ measures, with which NOx can 

be reduced keeping the sacrifi ce of SFC to a 

minimum. Effects of the following 

measures have been verifi ed with 

visualization of spray combustion using a 

specially designed visual test engine and a 

constant volume combustion chamber 

(CVCC) simulating the combustion 

chamber of a marine diesel engine: 

1. Water utilization, the measures to 

cool the combustion fl ame and restrain 

NOx formation using water 

1-1. FWE, fuel water emulsion 

1-2. DWI, direct water injection (DWI is 

defi ned as the method of water injection 

into the cylinder from other injection holes 

than the fuel injection holes.) 

Applying the water technologies, following 

results have been derived: For FWE, 

30% NOx reduction by adding 30% water 

Headquarter uart 

FTI GmbH 

Ausserfeld 4 

CH-6362 Stansstad 

Switzerland 

Tel: +41 41 612 32 30 

Fax: +41 41 612 32 31 

doctor@fuchstechnology.ch 

www.fuchstechnology.ch 

Service Center 

FDCP AG 

Seewadelstrasse 22 

CH-8444 Henggart 

Switzerland 

Tel: +41 52 316 28 86 

Fax: +41 52 316 28 87 


(100% fuel + 30% water) without any increase of SFC has been confi 

rmed from running tests using a medium-speed engine. Improvement 

of spray combustion applying FWE that compensates the bad 

effect of water has been clearly visualized by the visual test engine. 

Further MES has achieved a long-time record of FWE application to 

a Mitsui MAN B&W two-stroke engine for electric power generation 

in Guam Island. Regarding DWI, a clear drop in fl ame temperature 

has been found in the visual data. A 75% NOx reduction with less 

than 3% increase of SFC has been achieved at low load (25% load) 

as best record using a two-stroke test engine (400 mm bore). 

2. Miller cycle technique, a method to lower the maximum 

combustion temperature by lowering the temperature at the 

beginning of combustion (at the compression end). 

As a fundamental research work, the Miller cycle effect has been examined 

using the CVCC (constant volume combustion chamber). 

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59


And 20% NOx reduction has been confi rmed by lowering the air 

temperature at combustion start by 50K. This result will encourage 

the engine designers to apply the Miller cycle technique. 

3. Application of EFI (Electronically controlled fuel injection 

system) to achieve a “trade-off minimum” 

Drastic improvement of spray combustion by combining smaller 

injection holes and higher injection pressure (raised to 150 MPa) 

has been visualized. Utilizing the visual data and CFD spray combustion 

simulation, the “trade-off minimum” measures are being 

investigated. As an example, “rate-shaping”, controlling of fuel injection 

pressure at the beginning of injection applying EFI is introduced. 

A drop in fl ame temperature that leads to NOx reduction, 

with smaller deterioration of combustion by rate-shaping has been 

confi rmed, compared to the normal way like injection timing retard, 

by analyzing the high-speed photos taken from the visual test 

engine. 


(2–5) Fundamental Engineering – Gas Engines 

Formation of formaldehyde in lean burn 

gas engines 

M. Bauer, G. Wachtmeister, Technical University of 


In recent times stationary gas engines, especially those fuelled with 

poor gases, have shown amounts of formaldehyde emissions 

exceeding the given limits. In order to achieve compliance with the 

emission regulations for newly developed engines as well as for old 

sites, research was conducted at the Lehrstuhl fuer 

Verbrennungskraftmaschinen (LVK, Chair of Internal Combustion 

Engines) of the Technische Universitaet Muenchen to discover the 

factors infl uencing the formation of formaldehyde as gas-engine 

emission component. The fundamental effects of charge-air pressure, 

excess air ratio and ignition timings on the emissions of formaldehyde 

were investigated in basic experiments. A combination of high 

charge pressure, low excess air ratio and late ignition timings led to 

a decrease of the emissions of formaldehyde. On the other hand low 

charge pressures and lean airfuel- mixtures caused signifi cantly 

higher emissions of formaldehyde, partly rising with decreasing 

spark advance. Following the basic experiments, the infl uence of 

engine and operating parameters on the emissions of formaldehyde 

were investigated. Within these experiments the operating parameters 

fuel gas composition and mixture humidity and the engine 

parameters swirl intensity, compression ratio, shape of the 

combustion chamber and top land crevice’s volume were varied. 

The emissions of nitrogen oxides were held constant within these 

investigations. The characteristics of the formaldehyde emissions 

over ignition timing were qualitatively the same for all variations. 

Emitting most formaldehyde at advanced ignition, late ignition 

timings implicate a decrease of formaldehyde emissions and sinking 

engine effi ciency. The more carbon dioxide the fuel gas mixture 

contains, the lower are the formaldehyde emissions. A slight 

reduction of the formaldehyde emissions could also be achieved by 

reducing the compression ratio by one unit, whereas increasing it by 

two units caused the formaldehyde emissions to rise signifi cantly at 

the same time. Strikingly increased formaldehyde emissions have 

also been measured in tests with a piston with increased volume of 

the top land crevice. Compared with this swirl intensity, mixture 

humidity and shape of the combustion chamber did not infl uence 

the amount of formaldehyde emissions signifi cantly, but caused the 

characteristics of formaldehyde emissions over ignition timing to 

shift. A correlation could be found between the rate of heat release 

and the shifts in the formaldehyde emissions’ characteristics. The 

60 


temperatures of fresh mixture and coolant as well as the exhaust gas 

pressure were varied within short tests. When nitrogen oxide 

emissions were held constant, no notable infl uence on the 

formaldehyde emissions could be found. A short test, in which the 

exhaust valve clearance was reduced to zero, led to a signifi cant 

rising of formaldehyde emissions. Within this research project there 

could be found no factor capable of reducing formaldehyde 

emissions without negative effects on further important parameters, 

for example nitrogen oxides, effi ciency and exhaust gas temperatures, 

except a reduced volume of the top land crevice. However, a 

reduction of the top land crevice’s volume is structurally limited. 

Optimization of combustion and knocking 

behaviour in open chamber gas engines 

based on optical analysis and 3D-CFD 

simulation 

P. Christiner, G. Kogler, A. Wimmer, LEC - Large 

Engines Competence Center, Austria, 

T. Jauk, Graz University of Technology, Austria 

In addition to the criteria of highest possible performance, greatest 

effi ciency and lowest emissions, one critical development goal in 

the optimization of large gas engines is to apply engine concepts 

versatilely to a very diverse range of gases. In particular, the goal of 

reaching a high BMEP level with different gas qualities necessitates 

taking measures to shift the knocking limit. In this context, the 

optimization of piston geometry plays a decisive role in open 

chamber combustion concepts. To solve the complex problem, an 

integrated methodology consisting of calculation with the 3D-CFD 

code AVL-FIRE and experimental investigations on a single-cylinder 

research engine (SCRE) was chosen. To review the pre-calculations 

of the effects of changes in geometry on knocking behavior, a 

verifi cation of the simulation results for selected variants was initially 

conducted using a VisioKnock system from AVL, which also permits 

the detection of knocking in piston bowls. Based on the adapted 

simulation tools, optimization measures were derived, extracts of 

which will be presented in the article. 

Knock occurrence prediction by means of 

chemical kinetics in heavy duty dual-fuel 

engine 

G. Javadirad, M. Gorji, Nushirvani University of 

Technology, Iran, 

A. Al-Sened, Technomot Ltd., United Kingdom, 

M. Keshavarz, H. Safari, Iran Heavy Diesel 

The onset of knock is a major issue of running dual fuel engines at 

high loads with different gaseous fuels and ambient conditions. 

Two types of knock can limit the power output from dual fuel 

engines: diesel knock and gas (spark) knock. It is acknowledged that 

the ratio of diesel fuel mass to gaseous fuel mass is an important 

index in determining which type of knock is predominant. This 

paper describes the development of a two-zone predictive model for 

the onset of knock in a dual fuel engine. A 9-step short mechanism 

with 11 chemical species is used to determine the chemical reactivity 

of the endgas zone. The contribution of pilot diesel fuel combustion 

is taken into account by a heat release model. The results were fi rst 

validated against some published results of engine analysis and 

performance prediction. Secondly, a known dual-fuel development 

engine was simulated and, fi nally, an engine in service, which had 

been converted from diesel to dual-fuel, was simulated. Good 

agreement with existing performance data was demonstrated in all 

these cases.



Stoichiometric operation of natural gas 

engines for very low emissions applications 

J. Hiltner, M. Flory, Hiltner Combustion Systems, 

USA 

The utilization of natural gas engines for power generation and 

other stationary applications has grown dramatically in the last two 

decades, due largely to the favorable emissions characteristics, and 

more recently, to the favorable power density and thermal effi ciency 

of lean burn spark ignited engines relative to their various market 

competitors. With minimal required after-treatment and relatively 

low-cost controls, open-chamber and pre-chamber lean burn 

engines are capable of effi ciency and BMEP levels comparable to 

similar displacement diesel engines, with an order of magnitude 

reduction in NOx and particulate emissions. This rapid development 

is now threatened in many markets by proposed emissions 

regulations that are below the currently achievable engine out NOx 

capabilities of lean burn engines. While SCR aftertreatment offers a 

clear technical solution for larger installations where very low NOx 

levels are required, these systems represent a signifi cant increase in 

system cost and complexity and are not economically feasible for 

smaller installations, particularly those operating in remote areas. 

This combination of factors is driving many traditional natural gas 

engine markets, particularly in North America, away from lean burn 

combustion and back to stoichiometric combustion systems where 

3-way catalysts can be utilized to reduce overall emissions of NOx, 

CO, NMHC and to some extent other trace pollutants. Engines 

operating under stoichiometric conditions generally offer lower 

performance and suffer from signifi cant durability issues due to 

high in-cylinder and exhaust gas temperatures. This paper explores 


the roots of the performance penalty paid for a shift to stoichiometric 

combustion. Engine test results from a heavy duty natural gas engine 

are used to illustrate the impact of heat release rate, charge 

thermodynamics, in-cylinder heat transfer, knock limits, engine 

breathing and exhaust gas temperature limits on engine performance 

under stoichiometric conditions. The individual effects of each of 

these parameters is quantifi ed through one-dimensional modeling 

of the test engine. The impact of cooled, low pressure EGR is also 

discussed in terms of its performance potential relative to 

stoichiometric and lean combustion systems. The loss of engine 

power density, increase in brake specifi c engine cost, and the increase 

in greenhouse gas emissions of stoichiometric engines are then 

quantifi ed relative to their NOx reduction potential with respect to 

high performance lean burn engines. This paper seeks to quantify 

the performance and market penalties associated with a shift to 

stoichiometric engine operation, as well as describing the roots of 

these penalties. 



Aspects of Turbomachinery 

Turbocharger performance stability under 

HFO conditions 

V. Haueisen, T. Behr, W. Gizzi, ABB Turbo Systems 


To meet the performance and emission requirements of modern 

diesel and gas engines turbochargers must be built using the same 

�� 

�� 

�� 

�� 

�� 


61


highly advanced aero- and thermodynamic design principles 

applicable to related turbomachinery such as gas turbines and aeroengines. 

Unlike these applications, however, turbochargers are not 

always operated with “clean” media. Under harsh conditions 

turbochargers can ingest oil and dust laden air on the compressor 

side as well as severely contaminated exhaust gases on the turbine 

side. Since peak aerodynamic performance is required and the 

geometries of the compressor and turbine stages are designed with 

this aim, it is evident that any contamination in the fl ow duct or on 

blade profi les will infl uence aerodynamics and may lead to 

performance deterioration. Possible consequences for the engine of 

a drop in turbocharger performance are higher exhaust gas and 

valve-seat temperatures, while for the turbocharger there is the 

possibility of increased rotor speed. Each of these consequences can 

even lead to an undesirable reduction in engine load rating. 

Additionally, fouling on the turbine side of the turbocharger can 

cause the blade wear rate exceed acceptable limits. As a result 

mechanical cleaning, shorter exchange intervals or premature 

reconditioning may be necessary, with all their economic impacts. 

Several cleaning procedures are available to counteract the build-up 

of fouling on turbocharger components and thus keep performance 

more or less stable. However, under certain boundary conditions, 

and especially on some four-stroke HFO burning engines, these 

measures often have only limited effect. As a result, an uncontrolled 

downward drift in performance is possible over a turbocharger’s 

operating period. Besides the drop in performance in such 

circumstances, there is also the disadvantage that today’s cleaning 

methods are not always well suited to the avoidance of turbine 

component wear. The present paper outlines available cleaning 

methods and their integration into the turbocharger design and 

development process in order to narrow the gap between the 

performance potential of turbocharger technology and the 

performance effectively available over standard service intervals. 

Current methods are described and their effi ciency documented, 

based on fi eld-experience. Further, the paper provides an insight 

into how wear due to contamination can be signifi cantly reduced 

and how this can have a substantial economic impact. Finally, parts 

of the development process are described, showing how procedures 

can be derived by adopting a systematic approach and how they 

lead to performance stability in turbochargers operating on HFO. 

3D-fl uid-structure interaction for an axial 

turbocharger turbine blade to improve the 

vibrational safeguard process 

A. Bornhorn, S. Mayr, T. Winter, MAN Diesel & Turbo 

SE, Germany 

The vibrational safeguarding of a turbine rotor blade design is still a 

great challenge for today’s high performance turbochargers, in 

particular thereby affected, that the turbocharger has to operate in a 

very wide rotor speed range without any critical vibrational 

excitation. According to the state of the art the vibrational 

safeguarding is an integrated process of numerical simulation and 

experimental verifi cation. Finite Element calculations establish the 

basis for experimental determination of dynamic blade load by 

strain gauge measurement or non intrusive measurement techniques 

e.g. tip timing. The measured blade loads again are a necessary input 

for a subsequent numerical calculation of the blades fatigue safety. 

As this approach is dependent on the availability of prototype 

hardware results can be obtained in a very late stage of the 

development process. In order to get decisive references about the 

excitability of a turbine rotor blade during the development process, 

a plurality of existing vibrational measurements in their critical 

modes were recomputed with an unsteady CFD code. The results of 

the CFD analysis are pointing to aerodynamic effects, which are 

62 Ship & Offshore | 2010 | No. 3 

causative for an excitation. Beside the evaluation and visualisation 

of the aerodynamic unsteady effects, the time depending pressure 

distribution on the rotor blade surfaces is the most important result 

of the CFD computation, as this distribution is impressed as a time 

depending load on a FE model. Considering, that the damping 

coeffi cient is not fi nally determined, the FE analysis shows 

tendencies, which are comparable with the measurements. Therefore 

it will be possible in the future to obtain valuable indications about 

the vibration behavior of a turbine rotor blade at a very early state of 

the development process. 

ST27: A new generation of radial turbine 

turbochargers for highest pressure ratios 

R. Drozdowski, K. Buchmann, Kompressorenbau 

Bannewitz GmbH, Germany 

The biggest challenge to future developments of medium-size and 

large diesel engines in marine applications, especially engines using 

heavy fuel, will be to comply with the tougher environmental 

regulations of IMO Tier II. A supercharging system offers optimum 

support for these developments by providing a higher boost pressure 

and better effi ciencies. Since its introduction, KBB’s HPR turbocharger 

range has been well accepted on the market. KBB will continue to 

face up to this challenge with the new ST27 range of radial turbine 

type turbochargers. Based on the successful HPR range, the new 

ST27 turbochargers reach pressure ratios of up to 5.5 with a high 

overall effi ciency. In order to meet the new demands of engine 

applications, the ST27 range has been extended by two additional 

sizes over the HPR range and will be used for gas, diesel and heavy 

fuel oil engines with a power output from 300 to 4800kW. However, 

the outline dimensions for the ST3–ST6 are equal to those of the 

HPR3000 – HPR6000. The ST2 is planned for smaller and the ST7 

for higher volume fl ow rates. The ST27 has already been launched 

onto the market. The full range will be available by the end of 2010. 

This paper describes the development of the main ST27 turbocharger 

features such as bearing and compressor design including 

temperature measurements in the rotating impeller in preparation 

for adopting a new air-cooling system. An extensive qualifi cation 

test program was successfully performed on both the turbocharger 

test stand and engine test benches. The paper focuses in detail on 

the development process for the radial turbine wheel. High 

rotational speeds and high temperatures, but especially blade 

vibration, make the turbine wheel one of the most critical parts in 

the turbocharger. In contrast, less time is available for developments. 

Effi cient and fast design and evaluation tools help reduce prototyping 

and experimental work to a minimum. Knowledge of the occurring 

peak vibratory stress is essential during the design process. In this 

regard, a method is presented to estimate the vibratory stress of 

radial turbine blades by a simple excitation model. The effects of 

mistuning induced by geometric differences in the blades result in a 

further uncertainty during the design process. 

The modeling and analysis of the effects of geometric-based blade 

mistuning and thus the relevant effect on peak vibratory stress are 

described in this paper along with the corresponding results of 

blade vibration measurements. 

Development of Niigata-NGT3B gas turbine 

for large standby generator set 

H. Kojima, S. Tarui, T. Kuribayashi, K. Takahashi, 

M. Koyama, Niigata Power Systems Co., Ltd., Japan 

Niigata Power Systems Co., has developed the new gas turbine 

NGT3B which is installed in a large standby generator set. This gas 

turbine engine meets a large capacity of important facilities in



Japanese metropolitan areas. It is installed in the CNT-3000EA 

generator set which generates 3000kVA. Furthermore, it is scaled up 

to 6000kVA by using a twin NGT3B gas turbine. Although the 

generator set is large, it can be quickly started within 40 seconds 

defi ned by the fi re defense law in Japan. An additional specifi cation 

of rapid restarting within 40 seconds after an engine stop increases 

reliability for a standby generator set. The other features are lightness, 

a digital control, a remote monitoring system and a low leakage 

lubricating system. The gas turbine engine is composed of a single 

shaft, two-stage centrifugal compressor, three-stage axial turbine, a 

single-can combustor, and a dual-fuel injector. One characteristic is 

turning-less for rotor cooling after the engine stops. Characteristic 

positions of rotor bearings realize it. The rated output power is 

increased from 2207kW to 2648kW by the improvement of NGT3A 

base model. A thermal effi ciency achieves 24.7%. On the other 

hand, the maximum power is 2800kW, so some margin is given to 

the rated output power. Durability against the heat cycle by the fast 

start is tested by repeated engine starts and stops. And rapid restarting 

tests within 40 seconds are done on the assumption that power 

grids are returned during the engine stops. Long no load continuous 

running tests improve reliabilities of early standby to blackout. Over 

load tests confi rm the durability of hot parts. There is no problem 

for durability of the engine. Any remarkable decrease in performance 

can be detected in the durability tests. 

This paper describes the design features of major engine component 

and a generator set for NGT3B. An engine performance and 

durability tests results are also shown. 

June 15th Exhibition area 

Poster Session 

Session 1 

The design of a new generation mediumspeed 

research engine 

O. Kaario, M. Imperato, A. Tilli, K. Lehto, O. Ranta, E. 

Antila, A. Elonheimo, T. Sarjovaara, M. Nuutinen, M. 

Larmi, Aalto University School of Science and 

Technology, Finland, 

T. Roennskog, S. Pisilae, Componenta Pistons Oy, 

Finland, 

J. Tiainen, I Kallio, H. Rinta-Torala, Wärtsilä Finland 

Oy, Finland 

Session 2 

Improving the combustion process in leanburn 

natural gas compressor engines 

R. Evans, R. Brown, A. Mezo, The University of 

British Columbia, Canada 

Combustion system design study to 

maximize thermal efficiency in open 

chamber stationary natural gas engines 

L. Tozzi, E. Sotiropoulou, D. Chiera, J. Adair, 

Woodward , USA 

D. Montgomery, P. Jensen, B. Hanks, A. Kim, 

Caterpillar, USA 


Session 3 

Effects of Miller timing on the performance 

and exhaust emissions of a non-road diesel 

engine 

S. Niemi, University of Vaasa and Turku University 

of Applied Sciences, Finland, 

P. Nousiainen, P. Lassila, V. Tikkanen, K. Ekman, 

Turku University of Applied Sciences, Finland 

Emissions – The way ahead 

P. Tremuli, A. S. Carter, Ricardo UK Ltd., UK 

Improvements to transient response times 

and decreased smoke production in 

medium speed marine propulsion diesel 

engines 

T. Yamada, Y. Okano, K. Hanamoto, S. Shimomura, 

Daihatsu Diesel MFG.Co., Ltd., Japan 

NO formation model of a diesel engine 

based on quantum chemistry 

S. Zhou, T. Xu, Y. Zhu, Harbin Engineering University, 

P.R. of China 

Optimization of combustion system to 

comply with IMO Tier 2 regulation on 

medium speed diesel engines 

K. -D. Kim, W. -H. Yoon, S. -H. Ghal, H. -I. Kim, 

Hyundai Heavy Industries Co., Ltd., Korea, 

C.-S. Bae, Korea Advanced Institute of Science and 

Technology, Korea 

Session 6 

Wärtsilä gas engines – the green power 

alternative 

H. Sillanpaeae, U. Astrand, Wärtsilä Finland Oy, 

Finland 

Integrated cylinder pressure measurement 

for gas engine control 

S. Neumann, M. Bienwald, Imes GmbH, Germany 

Session 12 

Acid and base in engine oil and the correct 

determination of oil change intervals 

F. W. Girshick, Infineum USA, L.P., USA 


63



(11–1) Users’ Aspects – 

Marine Applications – Service Experiences 

Service experience of MAN B&W two-stroke 


S. B. Jakobsen, MAN Diesel & Turbo SE, 

Denmark 

A very large number of MC & ME engines are entering service these 

years. The latest development of the most successful marine engine 

series ever is the ME-B series of which more than hundred engines are 

on order or delivered. The ME-B series are targeting the small bore 

end (35-40-46-50 and 60) of the MAN B&W two stroke engine range. 

Electronically controlled low speed diesels have been part of our 

engine programme for several years, actually since 2001. Today more 

than 500 electronically controlled engines are in service and with 

IMO Tier II emission rules coming into force for vessels with keellaying 

after 1st January 2011 increased focus on the electronically 

engine versions are expected. Also because of this development the 

optimized ME-B engine range is very important and has already 

grabbed a lot of attention among ship owners. This paper will deal 

with the latest service experience obtained until now with ME/ME-C 

engines in service. Also early service experience for the 6S40ME-B will 

be dealt with. The difference between the ME-C concept and the ME-B 

concept will be described from a service point of view. Advantages of 

recent ME-software updates focussing on onboard trouble shooting 

will be described and related to service experience. Furthermore 

update on service experience on the MC/MC-C engine series will be 

given focusing on the engine structure. Common for both the ME/ 

ME-C and the MC/MCC engine series is the well documented 

possibility to do Condition Based Overhaul (CBO) with average Time 

Between Overhauls (TBOs) of 32,000 hours and above. For tanker 

this opens up the possibility to do only major overhauls at dockings 

with fi ve years interval. Many ship-owners do now have the experience 

of CBO. Also the development in relation to the cylinder condition 

with focus on cylinder oil consumption will be touched upon. Due to 

the present economic crisis (June 2009) a lot of focus have lately been 

devoted to optimisation of low load operation. In early 2009 MAN 

Diesel issued a Service Letter dealing with the possibility of operating 

continuously down to 10% load. Service tests with various scavenging 

air pressure increasing measures at low load have also been carried 

out. Here tests with turbocharger cut-out and Variable Turbine Area 

(VTA) turbochargers are the most important ones. Result of these 

tests will also be dealt with. 

Field experience with the MWH ReliaValve 

with sentry rotator: a 2-stroke exhaust valve 

with demonstrated time between overhauls 

(TBO) of over fi ve years 

H. Fellmann, Märkisches Werk GmbH, Germany 

Optimizing exhaust valve service intervals has never been more critical 

than today. Weak global economic conditions mean that many twostroke 

engines are operating under low load only, as shipping 

companies try to reduce fuel consumption and related costs. At the so 

called ‘ecospeed’, the exhaust valve spindle operates under increased 

thermal load while under extremely harsh environmental conditions. 

The resulting frequent overhauls make exhaust valves cost intensive 

components of the engine. Hence, there is an obvious need in the 

market for a two-stroke exhaust valve which can achieve much 

extended service intervals even under very adverse operating 

conditions. Today, the majority of two-stroke exhaust valves have 


exhaust valve spindles with vane wheels. Exhaust gas fl ow actuates the 

vane wheel and rotates the valve during opening, resulting in a 

symmetrical distribution of isotherms in the exhaust valve spindle. 

The disadvantages of this approach include weak or absent polishing 

effects of the seat during closing, and risk of valve spindle sticking. As 

a result, most engines require overhaul of the exhaust valves after 

6000 to 8000 running hours. In 2002, at the request of customers, 

MWH began development of a novel two-stroke valve rotator, with a 

goal of extending the TBO to a minimum of 18,000 hrs, equal to 

three years. Continued development lead to the fi rst MWH ReliaValve 

with Sentry Rotator being brought into service in 2003, and receiving 

a patent in 2004. The detailed development steps and results of more 

than three years endurance test were reported at the 2007 CIMAC 

conference in Vienna. Now, after over six years running time, the fi rst 

ReliaValves have been proven to reach a maintenance-free period of 

more than fi ve years. As of the last inspection, carried out in 2009 

without overhaul of the valve spindle, seat ring or Sentry Rotator, the 

MWH ReliaValve had reached nearly 32,000 running hours. The 

ReliaValve was installed again and is expected to reach its 40,000 th 

running hour in 2010. Currently, eight two-stroke engines are 

completely fi tted with MWH ReliaValves, while fi rm orders for fi tting 

another seven engines with ReliaValves are in place. Additionally, 

more than a dozen test installations are in operation and MWH has 

begun the classifi cation society’s acceptance procedure. This paper 

describes the latest service experience and provides fi eld description 

and analysis of wear effects for different exhaust valves including 

detailed discussion of tribology, thermal evaluations, engine load and 

stresses. 

Some reliability trends and operating issues 

related to exhaust gas turbochargers and 

diesel engine crankshaft & running gear in 

the marine industry – a classifi cation 

society view 

K. Banisoleiman, J. Stainsby, Lloyd´s Register EMEA, 

UK 

Lloyd’s Register, (LR), is a leading international classifi cation society 

with objectives of enhancing its clients’ quality, safety, environmental 

and business performance. In support of these objectives LR maintains 

technical rules and regulations for classifi cation of ships and installed 

machinery, including engines and turbochargers. LR’s rules for diesel 

engines and turbochargers stem from the International Association of 

Classifi cation Societies’ (IACS) Unifi ed Requirements. This paper 

provides the perspective of a classifi cation society on marine exhaust 

gas turbochargers and marine diesel engine crankshaft and running 

gear. The following are addressed: 

• The most common recurring in-service defects and their incidence 

statistics over the past decade for exhaust gas turbochargers, crankshaft 

and running gear on the main propulsion two-stroke, four-stroke and 

auxiliary diesel engines. 

• Failure investigation case-studies related to turbochargers and 

marine diesel engine crankshafts and running gear are presented as 

examples of the above. Finally, overall conclusions are drawn based 

on the information presented affecting exhaust gas turbochargers, 

engine crankshafts and running gear. 

Operating experience with MaK M43 

K. Vollrath, Caterpillar Motoren GmbH und Co. KG, 

Germany 

Example: Condition at 30,000 h overhaul 

At the scheduled 30,000 hour overhaul of the main engine of a



container feeder running on HFO 380, various components were 

dismantled and inspected. The components inspected included 

cylinder heads, inlet and exhaust valves, main and big end bearings, 

cylinder liners and landing surfaces, pistons, cams and rollers. 

Except for the cylinder liners, the named components are part of the 

manufacturer’s recommendations for a 30,000 hour overhaul.The 

cylinder heads were found in excellent overall condition, showing 

the expected light soiling in the combustion chamber. All hydraulic 

nuts, exhaust gas fl anges/clamps and plug-in connections for cooling 

water could be dismantled without diffi culty. All seals were in 

excellent condition. All measurements on the valve guides were 

found within tolerances. Inlet and exhaust valves were found in very 

good condition with slight to moderate soiling of the stems. The 

seat surfaces were fully intact and only a minimal material loss due 

to high temp. corrosion could be observed on the bottom of the 

exhaust valve plate. On the pistons, the combustion bowl was very 

clean with a clearly visible, cleanly limited injection pattern, but no 

measurable burn-off. The piston ring group was very clean overall 

and no measurable wear of the chromium layer was found. The 

wear of ring grooves during last 15,000 hours was measured at < 

0.01mm/1,000 operating hours. Together with the piston skirts 

where no irregularities were found as well, the piston crowns were 

reinstalled in as-is condition. On the complete surface of the liner 

the honing ridges were still present, no other wear marks such as 

coke abrasion etc. found. In the upper area wear rates < 0.01mm/1,000 

operating hours were measured. On one cylinder, the landing 

surface of the liner to the crankcase was inspected and no traces of 

relative movement between landing surface of cylinder liner and 

crankcase were found. All big end and main bearings were found 

with very good condition of the running surfaces with scarcely 

visible, even running pattern. No cavitation marks were found, no 

wear marks on the back of the bearings. The valve cams and rollers 

show the known wear patterns, but no ridges are perceptible. The 

running pattern is stable compared to earlier inspections. One 

complete rocking lever (lower valve drive) was dismantled and 

taken apart in the workshop. The check of roller, bush and pin 

revealed no irregularities. All inspected components safely reached 

the manufacturer’s expected lifetimes. Valves and bearings were 

exchanged because a safe operation until the next scheduled 

overhaul could not be guaranteed. All other inspected components 

could be refi tted after cleaning. 


(2–1) Fundamental Engineering – Piston Engines 

HERCULES-B: The continuation of a major 

R&D effort towards the next generation 


N. Kyrtatos, NTUA, Greece, 

L. Hellberg, Wärtsilä Corp., Finland, 

C. Poensgen, MAN Diesel & Turbo SE, Germany 

HERCULES-Beta is the second phase of the HERCULES programme, 

which was conceived in 2002 as a long-term strategic R&D plan. The 

project was initiated by Europe’s two major engine manufacturers, 

Wärtsilä Corporation and MAN Diesel and is jointly coordinated by 

ULEME EEIG. HERCULES-Beta began on September 2008 with a 

budget of EUR 25 million and it is planned to run for 36 months. 

The project consortium has 32 participants, including enginecomponent 

suppliers, equipment manufacturers, universities, 

research institutions and shipping companies from ten European 

countries. HERCULES-Beta comprises 56 subprojects and is funded 

by the European Commission’s Framework Program 7 for R&D 

(FP7, Theme Transport). The project’s principal aim is to reduce 

Wednesday, 16 June 

Thursday, 17 June 

marine diesel engine fuel consumption by 10% and to improve the 

effi ciency of marine diesel propulsion systems to more than 60%, 

signifi cantly reducing CO 2 emissions as a result. A further aim of the 

project is to target ultra-low exhaust emissions by eliminating 70% 

of NOx and 50% of particulates from marine engines by 2020. The 

fi rst phase of the HERCULES project concentrated on the 

development of tools (e.g., simulation software, measurement 

techniques, etc.) and the general investigation of potential avenues 

for reducing emissions and fuel consumption. Initially, the project 

established and operated prototypes. The results stemming from 

this indicate a great potential for signifi cantly reducing fuel 

consumption and emissions and reaching the project’s ambitious 

targets. HERCULES-Beta directly builds on the fi ndings of the fi rst 

phase of the HERCULES project. The tools previously established 

are employed to more closely investigate, understand and ultimately 

optimise the engines. Both analytical investigations as well as 

prototypes will be refi ned, based on fi rst-phase results, with the 

intention of achieving the ultra-low emission and fuel consumption 

targets. Finally, by carrying out fi eldtests on the prototypes developed 

in the fi rst phase, information on the important effect of real-life 

boundary conditions will be gathered and analysed. The paper 

presents the complex structure of the project, as well as some initial 

results. 

Optical and numerical investigation of the 

combustion process in a single cylinder 

medium speed diesel engine 

U. Waldenmaier, J. Metzger, P. Porten, G. Stiesch, 

MAN Diesel & Turbo SE, Germany, 

T. Heidenreich, U. Wagner, Institute for 

Reciprocating Engines (IFKM), University of 

Karlsruhe, Germany 

Strict emission regulations and the need of higher effi ciency of 

future diesel engines require an optimized combustion process. For 

getting a better understanding of the combustion process optical 

investigations represent a powerful tool and they are already widely 

used within the development process of passenger car and truck 

engines. For medium speed diesel engines however, optical 

investigations are still not common due to costs of optical test 

engines and technical practicability. Within the IP-Hercules Β project 

MAN Diesel SE in cooperation with the “Institut fuer 

Kolbenmaschinen” (IfKM) at the Technical University of Karlsruhe 

realized optical in-situ investigations of the combustion process on 

an MAN Diesel SE 32/44 CR single cylinder medium speed diesel 

engine. For the optical investigations a special optical cylinder head 

was developed with several optical accesses for an endoscope and 

also laser illumination. Endoscopic investigations were chosen 

because an emphasis was placed on minimum modifi cations to the 

combustion chamber. The defl ection of spray and combustion due 

to the optical instrumentation had to be minimized in order to 

obtain results fully representative of the standard engine as well. The 

fi rst optical investigations aimed on soot luminescence. For that 

purpose special injectors were designed for separating a single fl ame 

plume and spray cone respectively. Pressure and temperature 

conditions at start of injection were adjusted by modifi ed charge air 

conditions. Different marine fuels were used for the tests. The images 

of the combustion process were recorded with an endoscope and a 

high speed camera. For comparing optical images and CFD 

combustion simulation results, selected engine operating points 

were simulated with a modifi ed version of the CFD code KIVA3V- 

Release2 containing additional sub-models developed both at the 

Engine Research Center of the University of Wisconsin - Madison 

(ERC) and at MAN Diesel. The purpose of the comparison was to 

validate the CFD models with in-situ measurements inside the 


65


combustion chamber. First results show that endoscopic in-situ 

investigations of the combustion process can give feasible data for 

validating CFD combustion simulation models. The used CFDmodels 

are capable of predicting standard measurement data of 

medium speed diesel engines like cylinder pressure, heat release rate 

or NOx emissions without adjustment of model parameters. The 

comparisons of spatially resolved data show that the used CFD 

models are capable of predicting important trends, but that they are 

not yet accurate enough for getting exact agreement with the optical 

images. Nevertheless, the observed deviations between spatially 

resolved details represent valuable information about how to further 

optimize the CFD models with a focus on medium speed diesel 

engines. 

Fuel injection strategies for heavy fuel 

medium speed engines to comply with 

future emission limits 

R. Rabe, M. Epp, H. Harndorf, E. Hassel, C. Fink, 

University of Rostock, Germany 

To fulfi l prospective emission regulations, IMO Tier III engines must 

be able to adjust themselves to operating conditions and to fuel 

quality currently applied. This requires the implementation of an 

optimal combustion control strategy to distinguish between HFO 

and distillate fuel operation. The research objective at the University 

of Rostock is to fi nd fuel injection strategies for effi cient and 

emission-minimised combustion of maritime fuels. The 

conventional fuel injection system of the heavyfuel capable singlecylinder 

research engine has been replaced with a CR injection 

system, a freely programmable research engine control unit and 

fi tted with optical accesses. With this HFO-capable, needle controlled 

CR injection system which allows up to fi ve independent injection 

events per working cycle, the medium-speed single-cylinder research 

engine offers ideal conditions for research. Results from other 

analysis facilities at the University of Rostock, i.e. the CR injection 

rate analyser, the high-pressure / high-temperature chamber, the 

optical and laser-optical research tools and the DOE-Method are 

validated with the single cylinder HFO- research engine. Thereby, a 

detailed understanding of the relationships between different CR 

injection strategies, fuel quality, combustion and emission formation 

processes is gained. This serves as a valuable foundation for future 

engine control strategies and engine internal emission reduction. As 

a result, engine-type independent basics for the functions to be 

integrated in engine control units are created, allowing injection 

adapted to the pertaining emission limits and the operation 

conditions of the individual fuels and fuel qualities. The test engine 

and the optical and laser-optical analysis tools used are presented in 

the paper. Furthermore, Injection Rate Analyzer studies such as the 

injection rate dependency on fuel viscosity and the viscosityinfl 

uence on fuel spray penetration depth found in the highpressure/high-temperature 

chamber are shown. Their effects on the 

engine’s emission process depending on the fuel and its conditioning 

are discussed. Further research projects will be presented. 

Experimental and computational 

considerations of fuel spray mixing 

H. J. Hillamo, V. Vuorinen, T. Sarjovaara, O. Kaario, M. 

Larmi, Aalto University School of Science and 

Technology, Finland 

Fuel sprays play major role in primary emission reduction of diesel 

engines. In this study fuel sprays have been studied in pressurized 

measurement chamber. Experimental fuel spray imaging results 

were analyzed by image processing techniques to analyze mixing 


and the internal structure of the sprays. The interesting features of 

sprays include shear layer vortices, interaction of droplets with the 

vortices and subsequently mixing. To support these views we offer 

possible explanations to mixing using Large-Eddy Simulation (LES) 

of a spray jet. The LES results support the experimental picture on 

spray formation mechanisms. In specifi c, LES reveals that droplet 

size is an important parameter and closely related to mixing. 

Turbulent diffusion of droplets is also demonstrated in the LES 

simulations. Measurements were performed using both laser sheet 

imaging and back-light imaging. The inner structures of fuel spray 

and turbulent mixing were of interest. Ambient conditions were 

non-evaporative. The tests of the common rail diesel engine injector 

have been done at pressurized injection test rig. In diesel sprays the 

inner structures of spray can have high effect on mixing and those 

structures are monitored. Turbulence levels in fuel sprays have high 

importance to mixing of fuel and air. Used procedure reveals inner 

structures of spray, and the growth of structure sizes of droplet 

clusters (more concentrated areas of spray). In the near nozzle area 

the occasional change in concentration of droplets is most likely 

dominated by nozzle effects, but after the spreading of spray and 

complete atomization, the more concentrated areas of spray are 

formed due to fl ow effects. Certain estimations of droplet size 

distribution can be linked to experimental data. 



Diesel Engines – Modelling I 

Aspects of emulsifi ed fuel spray 

combustion in a high-pressure and hightemperature 

atmosphere 

H. Okada, T. Tsukamoto, H. Sasaki, Tokyo University 

of Marine Science and Technology, Japan, 

T. Ohtsuka, Ibaraki Prefectual Kaiyo High School, 

Japan 

Marine diesel engine-operation with emulsifi ed fuels is an effectual 

method for NOx reduction as the Tier II regulation controls applied 

from 2011 in IMO. Previous studies revealed that the emulsifi ed fuel 

improved the thermal effi ciency, and suppressed the formation of 

thermal NO and soot particles (carbon components etc) in diesel 

engine due to the secondary atomization caused by the microexplosion. 

However, the micro-explosion phenomena and the 

behavior of water particles in the emulsifi ed fuel droplets are not 

clear enough to understand its effects on combustion. The process 

of spray formation, ignition and combustion of emulsifi ed fuel 

spray in high-pressure and high-temperature atmosphere which 

corresponds to burning condition in marine diesel engines was 

investigated by using the equipment involving a combustion 

chamber (386’×533), a fuel injection system was able to single 

diesel spray and a fuel nozzle of marine diesel engine. The 

experiments were conducted in a variety of conditions of ambient 

gas pressure up to 6.9MPa, the ambient gas temperature up to 900K, 

the fuel injection pressure up to 75MPa, and the nozzle opening 

pressure was 31.4MPa. The emulsifi ed fuel was a mixture of water 

particles dispersed in marine diesel fuel (MDF). We made the 

different water content emulsifi ed fuel oil with the emulsifi er. It was 

found that as follows: 

(1) The spray angle of fuel became wide following the increase of 

injection volume and ambient gas pressure regardless of water 

contents. Its angle of emulsifi ed-fuel became a little narrow for 

increasing of penetration by high density with water content in 

compared with MDF. 

(2) The position of occurring fi rst fl ame exists at the mixing part



of around spray, and the fl ame at downstream region spreads in case 

of burning with high water contents emulsifi ed fuel. 

(3) In the high ambient temperature, the ignition lag became 

short regardless of water contents in emulsifi ed fuels, and the 

burning periods became long. 

(4) As the water contents increased, the ignition lag became short 

whereas the burning period became short. 

(5) In the high ambient pressure, the ignition lag became short 

regardless of water contents. In the high-temperature and highpressure 

combustion chamber same as in high load diesel engine 

conditions , the differences of ignition lag between the emulsifi ed 

fuel and MDF become little, and the burning period of emulsifi ed 

fuel becomes short in compared with MDF. From these experimental 

results using emulsifi ed fuels, it is presumed that the combustion 

temperature decreases by evaporating latent heat of water, the 

burning period becomes short, the high temperature burning period 

decreases, and then, the creation of thermal NO is suppressed for 

them. 

Assessing the performance of spray and 

combustion simulation tools against 

reference data obtained in a spray 

combustion chamber representative of 

large two-stroke diesel engine combustion 

systems 

R. Schulz, K. Herrmann, G. Weisser, B. v. Rotz, S. 

Hensel, F. Seling, Wärtsilä Switzerland Ltd, 

Switzerland, 

Y. M. Wright, M. Bolla, K. Boulouchos, Swiss Federal 

Institute of Technology (ETH) Zürich, Switzerland 

The optimization of the combustion systems of large marine diesel 

engines still relies largely on extensive testing; however, it is more 

and more supported by computational fl uid dynamics (CFD) 

simulations – in spite of limitations regarding the applicability of 

the available spray, evaporation, combustion and emissions 

formation models to those systems. As combustion is particularly 

sensitive to the fuel vapour distribution, the accurate simulation of 

spray and evaporation processes is seen as a prerequisite for reliable 

combustion and emissions formation results. In order to enable the 

validation of such simulations at conditions relevant to large twostroke 

engines, a novel experimental setup was realized, consisting 

of an optically accessible, disk-shaped constant volume chamber of 

500 mm diameter with peripheral injection into a swirling fl ow. In 

this setup, thermo- and fl uid dynamic conditions similar to those 

applying at start of injection of an engine are obtained by feeding 

pressurized and heated air or nitrogen to the spray combustion 

chamber (SCC) via inclined intake ports. The SCC has been used 

extensively for visualizing spray phenomena by means of shadow 

imaging techniques, thereby covering a large range of operating 

conditions, including non-reactive and reactive cases, as well as a 

variety of confi gurations, specifi cally with respect to the injector 

nozzle. In the present paper, those data are used for the validation of 

different CFD sub-models for spray and evaporation, based on 

initial conditions at start of injection, which have been derived on 

the basis of comprehensive simulations of the fi lling of the chamber, 

verifi ed separately through fl ow measurements. Additionally, since 

each spray is also affected by the conditions upstream the orifi ce, the 

fl ow inside the injector is simulated in order to identify its effect on 

the injection boundary conditions, thereby taking into account the 

geometry of the nozzle tip actually used in the SCC tests, which is 

determined by means of computer tomography. This investigation 

hence focuses on the key aspects of spray and evaporation simulation, 

including different fuel modelling approaches and injector geometry 



effects. It allows identifying the most suitable models and model 

combinations, thereby establishing a basis for the simulation of 

combustion and emissions formation, and thus represents a major 

step towards the application of CFD for actual combustion system 

optimization. 

Modelling of the oxidation of fuel sulphur 

in low speed two-stroke diesel engines 

A. Andreasen, S. Mayer, MAN Diesel & Turbo SE, 

Denmark 

In large marine two stroke diesel engines during combustion of 

sulfur containing fuel, the sulfur is oxidised to SO 2 , mainly, although 

substantial amounts of SO 3 and H 2 SO 4 will form as well. These 

latter species may cause corrosional wear of the cylinder liner if not 

neutralised by lube oil additives. Potential attacks is due to either 

condensation of sulfuric acid on the cylinder liner lube oil fi lm or 

direct dissolution of oxidised sulfur species in the lube oil fi lm in 

which reaction with dissolved water may be the source of acidic 

species. In order to evaluate and predict corrosional wear of the liner 

material, it is pivotal to have realistic estimates of the distribution/ 

concentration of oxidised sulfur species as well as a reliable model 

of formation, transport and destruction of acidic species in the oil 

fi lm. This paper addresses the former part by invoking a detailed 

reaction mechanism in order to simulate the oxidation of fuel 

bound sulfur and predicting the concentration of SO 2 as well as the 

conversion fraction into SO 3 and H 2 SO 4 . The reaction mechanism is 

coupled to a realistic model of the combustion process in which the 

air entrainment into the combustion zone is accounted for. The 

results of the simulation are evaluated with respect to previously 

applied models as well as existing data on the conversion fraction of 

SO 2 to SO 3 and H 2 SO 4 . The conversion fraction is found to be in a 

range of 2.6-6.7 %. 

A study on the spray combustion 

characteristics of bio diesel fuel 

A. Azetsu, K.-O. Hagio, M. Aoki, Tokai University, 

Japan 

Bio-derived fuel, such as vegetable oil and so forth, is a renewable 

energy and obtained a considerable amount of interests as a 

promising alternative fuel for IC engines. Concerning the 

alternative fuel for diesel engine, fatty acid methyl ester, FAME, is 

now in the stage of practical usage. The production of FAME is 

examined from many vegetable oils such as palm oil, rapeseed 

oil, coconuts oil, etc., and there are many studies concerning the 

applicability of FAMEs as an alternative fuels for diesel engines. 

However majority of those studies are engine tests to examine the 

effect on engine performance and emission characteristics, and 

the study concerning the fundamental characteristics of spray 

combustion, i.e., ignition delay, fl ame temperature and soot 

production characteristics are still needed. From these 

backgrounds, the objective of our study is to understand the 

fundamental spray combustion characteristics of FAME mixed 

with diesel oil, called Bio Diesel Fuel hereafter. To examine the 

phenomena in detail, diesel spray fl ame formed in the constant 

volume high pressure vessel was visualized and the fl ame 

temperature and the soot concentration were analyzed by two 

color method of luminous fl ame. The ambient high-pressure and 

high-temperature conditions inside the constant volume vessel 

were achieved by the combustion of hydrogen in an enriched 

oxygen and air mixture. The composition of the mixture was such 

that the oxygen concentration after hydrogen combustion was 

approximately 21% by volume. Following hydrogen combustion, 


67


fuel was injected into the vessel at the time when the ambient 

pressure reached the expected value, and the spray combustion 

was then examined. The fuel injection system used in the present 

study is an electronically controlled accumulator type fuel 

injection system developed by the authors. The ambient pressure 

and temperature were set to 3MPa and 930K, and the injection 

pressure was set to 100MPa, a typical ambient and injection 

conditions of modern diesel engine. Spray combustion was 

photographed using the ICCD camera and the two-color method 

was used to evaluate 2-D temperature and soot distributions in 

fl ame. In this two-color pyrometry system, a doubling prism with 

two different band-pass fi lters was placed in front of an ICCD 

camera to obtain the two spray images simultaneously. The FAMEs 

examined in this study are Palm Methyl Ester, PME, Rapeseed 

Methyl Ester, RME and Coconuts Methyl Ester, CME, and 

compared with the combustion characteristics of diesel oil. From 

the systematic experiments, it is explored that the characteristics 

of ignition delay is well explained by the Cetane number of bio 

diesel fuels and that of PME is the shortest. The fl ame temperature 

of bio diesel fuel is lower than that of diesel oil by 50 to 100 K, 

which can be explained by the C/H ratio of each fuels and the 

fl ame temperature of CME is the lowest. Furthermore soot 

production decreased drastically by using the bio diesel fuel in the 

order of the mass fraction of oxygen in the molecule. The soot 

production of CME is extremely lower than that of diesel oil, 

therefore CME should be an promising candidate for the fuel of 

clean diesel engines. 




Electronic Control Systems 

From remote monitoring to life-cycle 

asset management – The development of 

a new service concept 

J. Pensar, Wärtsilä Corporation, Finland, 

R. Windischhofer, Abo Akademi University, Finland 

During the last decades, information and communication 

technology has enabled a rapid development of information 

based services for various technical installations. At the same time, 

the demands of investors, owners, and authorities to improve the 

performance of their investments have increased, which puts new 

expectations and requirements on service solutions for industry. 

In this paper we explain the change of remote condition 

monitoring services from a technical expert service to a service 

solution which focuses on improving the overall commercial and 

technical performance of an industrial asset. Critical review of the 

evolution and current state of remote condition monitoring 

services gives that the expectations seldom have been realized in 

form of true practical achievements, and in case of success, the 

results have been rather limited. Typically, the solutions derive 

more from a technical opportunity than from a thorough 

understanding of the user needs. This has resulted in solutions 

that have been too technical, too fragmented or too limited to 

really utilize the possibilities to add a considerable value from a 

total life-cycle view. To defi ne a service concept with a real and 

substantial value for the life-time management of engineering 

assets, the service requirements have to be studied from a different 

point of view. We describe a framework and a concept for potential 

services, where substantial focus has been put on investigating the 

real user needs. In the study, aspects like a wide scope of services, 

modularity, a reduced number of applications and interfaces, 


synergies between technical and commercial services, information 

integration, operational effi ciency, risk management, as well as 

the means of communication within and between organizations 

have been considered. This concept has further on been 

implemented in a real-life pilot implementation, in which it has 

been further refi ned to match to the user needs. The paper also 

extends the discussion towards lacking standardization in the 

fi eld, the need of combining different knowledge areas, new 

requirements on supplier and user collaboration, and it elaborates 

on the possible merits and drawbacks international standards 

could offer in order to reach a more widespread development of 

real value adding services. 

Permanent diagnosis and optimization of 

large-bore marine engine operation with 

expert based AVL EPOSTM 

H. Mohr, R. Teichmann, N. Mayrhofer, AVL List 

GmbH, Austria, 

C. Pfister, AVL AUTOKUT Engineering Kft., Hungary, 

R. Johansen, Kongsberg Maritime AS, Norway 

The shipping companies are facing strong demands to reduce 

operational costs, fuel consumption and emissions. Beside the 

current economical situation new emission legislations are 

going to affect this business in a short term. This leads to the 

need for a continuous holistic ship operation optimization with 

special focus onto the engine room. AVL EPOSTM enables a 

permanent online monitoring and diagnosis of the propulsion 

and auxiliary engines - two-strokes and four-strokes - onboard a 

vessel. The outcome allows the operators a persistent engine 

operation optimization. This system develops its maximum 

performance as one heartpiece of Kongsbergs vessel performance 

optimizer, integrated in the respective marine automation 

system. The fi rst version of AVL EPOSTM was introduced together 

with Kongsberg Maritime into the market in June 2009. The 

system has been developed by utilizing AVLs typical core 

competencies and products from the large engine division, the 

instrumentation and test system division and the advanced 

simulation technology division in combination with extensive 

internal and external practical experience. AVL EPOSTM is based 

on well-proven in-house software tools. A big part contains the 

algorithms of the expert system. The software is engineered with 

an open platform concept allowing the integration of all kind of 

measurement systems for e. g. shaft torque, bearing clearance 

and temperature. The current version allows the online diagnosis 

of the fuel injection and the combustion, latter in combination 

with AVL cylinder pressure sensors suitable for long-term online 

operation with HFO, biofuel or gas. Several of these sensors are 

in operation on various kinds of engine types in different 

installations with operating times of up to 14.000 hours. Since 

2008 two pilot installations are in operation in the fi eld: one on 

the car carrier ’Höegh Detroit’ with a HFO-fueled slow-speed 

main engine and one in the stationary power plant Stendal with 

mainly gas-riven dual-fuel medium-speed engines. Both 

installations showed a very reliable behaviour delivering very 

accurate results and diagnoses. The cylinder pressure sensors 

showed no operation related failure up to now. Since mid of 

2009 a test installation on the container vessel ’Maersk Drury’ is 

in operation fulfi lling the ship owners expectations clearly. 

Currently several extensions of AVL EPOSTM are under 

development, e.g. automatic TDC correction, thermodynamical 

turbocharger monitoring, prediction of component behaviour 

and NOx modelling. As fi nal goal it is foreseen to extend AVL 

EPOSTM to all relevant zones and auxiliary systems for capturing 

the engine operation in its entireness.



Applying close loop control, ‘Auto-tuning’, 

to MAN Diesel two-stroke engines 

T. Moeller, MAN Diesel & Turbo SE, Denmark 

This paper will introduce the development and technical 

description of closed loop engine control, ”Auto-tuning”, and 

furthermore demonstrate the service experiences and conclusions 

gained from applying the concept to MAN Diesel two-stroke ME 

as well as MC engine types. The continued focus on reducing fuel 

oil consumption, emissions and overall operational costs has, 

combined with availability of new reliable technologies, allowed 

for development of new systems to more effectively obtain results 

in these areas. One of the means is the MAN Diesel ”Auto-tuning” 

concept, that by clever innovation addresses all of the areas, 

without adding considerable system complexity and installation 

costs - as otherwise is typically the case of other concepts. The later 

years progresses in sensor technology have made high accurate & 

reliable sensors with long life time available for two-stroke 

applications. The MAN Diesel ”PMI online” system for continuous 

cylinder pressure measuring, utilises sensors provided by either 

ABB or Kistler. With the MAN Diesel ”Auto-tuning” concept, our 

”PMI online” system is integrated into the engine control system 

(electronically controlled engines) for continuous close-loop 

tuning of the engine. This paper will discuss and present the 

challenges identifi ed as well as the full scale fi eld test results 

observed in respect to which of the traditional key parameters 

(Pmax, Pcomp, PI) that from a cost benefi t approach is target for 

being auto-tuned. Not only actual engine type and layout 

infl uences this targeting, also safety issues, transparency of the 

tuning process towards the operator, remote tuning opportunities 

and strategy for handling the non-linearity of the process to be 

adjusted is among the aspects to be taken into account. The paper 

primarily focuses upon applying ”Auto-tuning” to electronically 

controlled engines. However, the additional challenges to 

overcome by introducing ”Auto-tuning” also for conventional 

engines with camshaft operated fuel plunger and exhaust valves is 

outlined. For these engines, the existing VIT (Variable Injection 

Timing) is replaced by a continuous close loop control of the VIT 

actuation, integrated with the Auto-tuning system. The MAN 

Diesel developed concept for ”Auto-tuning” is capable of 

optimising operation of the engine to well within the 

recommended maximum deviation and operation limits, thereby 

allowing for an optimisation with considerable benefi ts to be 

gained even for engines already being operated ”well” from an 

traditional point of view. The optimisation is achieved even 

though the ”Auto-tuning” system in fact utilises the same handles 

as otherwise used by the operator for manual adjustment, at the 

same time dramatically limiting the required operator efforts to 

keep the engine always optimal tuned. By ensuring optimised 

engine tuning, we have actively lowered operational costs, and 

generally improved system effi ciency. Thereby, a positive effect has 

been achieved on the total fuel consumption as well as the overall 

environmental impact on the surroundings. This paper will reveal 

the newly developed techniques & means reaching this important 

target. 

The UNIC embedded controls – fi rst years 

of fi eld experience 

J. Pensar, Wärtsilä Corporation, Finland, 

J. Akerman, F. Oestman, P. Juppo, Johan Grankull, 

Wärtsilä Finland Oy, Finland 

In 2002, Wärtsilä took a decision to develop a new embedded 

control system for harsh environments as a strategic move to 



ensure the performance and reliability of future products. The 

requirements on the system were set very high – unsurpassed 

reliability, high fault tolerance, extreme scalability and fl exibility 

as well as a cost effi cient design were some of the objectives. The 

outcome of the design eventually became known as UNIC – 

Unifi ed Controls – and was fi rst introduced on engines in the 

fi eld in 2005. The development of the more complex features was, 

however, at that time still ongoing, and the fi nal and most 

advanced applications went into commercial operation in 2008. 

The design introduced novel ideas related to sensor design, 

cabling, electronics, fault tolerance and redundancy that enabled 

a both reliable and cost effi cient design. The system also introduced 

new possibilities for advanced engine control, with several 

patented inventions related to e.g. engine speed/load control as 

well as fuel injection, pushing the envelope for what can be 

considered state-of-the-art in engine controls. It should, however, 

be remembered that only the real-world experience will show the 

actual reliability of the system. Today this system has been 

delivered with thousands of engines and has acquired more than 

fi ve million cumulative operation hours in the fi eld. This gives us 

now the opportunity to review how well the design ideas and 

assumptions have turned out in practise and how well the system 

has withstood the test of the realworld. This paper guides us 

through the project, focusing not only on the aspects and 

assumptions that turned out to be successful, but also on the 

problems, failures and rework that occurred during the 

introduction process. Based on this experience, some important 

lessons can be learned for future work. In addition, this paper also 

refl ects on the future development of controls, looking towards 

the future on both embedded controls and its relation to the Big 

Picture, i.e. effi cient system integration and total solutions. 

AVL EPOS TM – OPEN AND SCALABLE 

ENGINE CONDITION ANALYSIS SYSTEM 

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69



(11–2) Users’ Aspects – 

Marine Applications – Monitoring 

Shipboard engine performance assessment 

by comparing actual measured data to 

nominal values produced by detailed 

engine simulations 

N. Kyrtatos, E. Tzanos, NTUA, Greece, 

J. Coustas, D. Vastarouhas, E. Rizos, Danaos 

Shipping Co. Ltd., Greece 

During the lifetime of a ship’s engine, the original shop trials and 

sea trials are often the only available reference conditions, which 

can be used for engine performance analysis, during ship operation. 

In the case of container vessels, the engine actual operating point 

may be far away from any reference conditions. In addition, 

charterers may request different operating regimes for the ship. In 

such cases, the shipping company needs to predict, with confi dence, 

details about the operation and performance of the engine and its 

auxiliaries, in conditions where there is no measured or reference 

data. Extrapolation, using corrected fi gures from shop/sea trials, 

often results in errors. This paper presents a novel method and 

procedure for obtaining performance fi gures for a specifi c shipboard 

engine, at any possible operating point, at different operating 

regimes. These reference fi gures are produced by using detailed 

simulation models for engine performance prediction. Up to now, 

such detailed models are mainly used by manufacturers for engine 

design. The nominal performance fi gures produced by detailed 

simulation models can also be used as reference, to compare with 

any shipboard measured actual performance data, for engine 

performance evaluation. The paper describes the above procedure 

used by Danaos Shipping Co. on two different main engines of large 

containerships, typical of its fl eet. The implementation initially 

involved collection of geometric and operational data for each 

engine. Then the generic engine simulation software Mother (Motor 

Thermodynamics) was tuned and pegged using the shop test data 

and initially validated using the sea trials data for each specifi c 

engine. The results of simulation allowed prediction of all engine 

parameters within 3% of actual measured values at sea trials. A task 

force within the Danaos Technical Department was specially trained 

in using the simulation software. Further sets of simulations at 

operating conditions away from sea/shop trials, allowed the 

prediction of all engine parameters and comparison to measured 

data and thus provided a good baseline for engine performance 

evaluation and condition assessment. 

One way to condition-based survey for 


J. Rebel, Germanischer Lloyd, Germany 

Particularly in times of economic crisis, availability and hence 

reliability is very important for cargo vessels. This is the main reason 

why an increasing number of shipping companies invest in 

condition monitoring technology and move towards conditionbased 

maintenance. Classifi cation societies are involved in this subject in 

order to support non-open-up surveys by offering respective survey 

arrangements. Since 2005, Germanischer Lloyd has been engaged in 

pilot projects for condition monitoring (CM) systems covering the 

crank-train of two-stroke crosshead diesel engines and other items 

of diesel equipment. The main engine of the test vessels C/V “Norasia 

Alya” and C/V “Hamburg Express” are equipped with bearing wear 

condition monitoring. In joint industry projects, the shipping 

company, the engine licenser, the manufacturers of the CM systems 


and the GL as the responsible classifi cation society have been 

working closely together in order to gain fi eld experience with these 

tools and to develop an effi cient way to condition-based survey 

procedures. The paper continues the presentation of selected results 

of the ongoing fi eld tests regarding the verifi cation of the condition 

monitoring method and the defi nition of requirements for the 

condition-based maintenance procedures. In case of the crank-train 

bearing monitoring, the condition-based survey procedure is fully 

developed and will be presented for both vessels. 

Development of a remote non intrusive 

diagnosis system for two stroke diesel 

engines 

F. J. Jimenez-Espadafor, J. A. Becerra Villanueva, 

M. Torres Garcia, T. Sanchez Lencero, Seville 

University, Spain, 

F. Fernandez-Vacas, M. Bueno del Amo, Endesa 

Generacion, Spain 

Maintenance cost and unexpected failures can be drastically reduced 

in low speed diesel engines using vibro-acoustic analysis. This 

methodology has presented as a reliable method for detection of 

manufacturing faults, running damages and other abnormalities in 

engine and its components. Continuous trending keeping deviations 

of monitorized parameter allows also reduction of fuel consumption, 

optimize exhaust emissions, and increase components life time and 

increase safety. This paper describes the method of vibration 

monitoring for fault diagnosis based on time-windowing and 

frequency analysis. The effectiveness is demonstrated based on the 

results of two year operation on a large two stroke power plant diesel 

engine, located in Mahon, Spain. 

Evaluation method of engine and 

propulsion shaft alignment for large vessel 

I. Sugimoto, T. Nakao, Hitachi Zosen Diesel and 

Engineering Co., Ltd., Japan 

Propulsion shaft alignment of large vessel is sensitive to draft change 

from light draft to full load draft. Each initial bearing offset of the 

shaft alignment changes by the fl uctuation of draft level. Especially, 

it presents vessels such as VLCC and large bulk carrier. The reasons 

include a propulsion shaft diameter stiffer and an engine main 

bearing center distance shorter. Those correspond to engine 

development trend of higher power and more compact size. The 

initial bearing offset change affects each bearing performance. In 

some cases, the change causes sever trouble to an engine and 

propulsion shaft. It is necessary to estimate an engine crankshaft 

and propulsion shaft alignment against a draft change for both 

engine development trend and improving reliability of bearings and 

shafts. Our past study was mainly focused on engine bearings in 

service condition. Before in service, it is indispensable for users to 

estimate reliability both of engine and propulsion shaft alignment 

against a vessel deformation and engine thermal expansion. So, an 

evaluation method of both engine and propulsion shaft alignment 

has developed for large vessel such as VLCC and bulk carrier. Input 

parameters are a vessel deformation information and an engine 

thermal expansion data. The vessel deformation is able to be given 

by a vessel deformation result by a FEM analysis, a directly 

measurement result of shaft alignment of a similar vessel or an 

inverse calculation result of shaft alignment of a similar vessel by 

using our developed software. In this tudy, an inverse calculation 

result is used. The evaluation values are conventional shaft alignment 

calculation values and engine crankshaft values. The conventional 

shaft alignment values include bearing load, propulsion shaft angle



at stern tube bearing, shaft bending moment and shaft bending 

stress. The engine crankshaft values are crankshaft defl ection and 

bearing load. Calculation parameters are intermediate shaft bearing 

height, engine bearing height and engine inclination, which are 

decided by a vessel deformation and an engine thermal expansion. 

The calculation procedures are as follows. 

(1) A certain shaft alignment for initial condition is set. 

(2) Shaft alignment after considered a vessel deformation for a 

vessel draft condition and an engine thermal expansion is 

calculated. 

(3) Output values are calculated. 

(4) Each output value is estimated whether to meet or not with 

permissible values. 

(5) Permissible vessel deformation and draft level is solved. 

By calculating the shaft alignment including the whole range of 

designed draft level, allowable shaft alignment area is able to be 

solved. The validity of this method is confi rmed that the already 

serviced vessel data are enough for reliability within the allowable 

area. It is also confi rmed that the vessel deformation and engine 

thermal expansion infl uence mainly engine aft side bearing. A stern 

tube bearing performance is determined by initial installation and 

is not infl uenced by a vessel deformation and engine thermal 

expansion. Finally, it is clarifi ed that a conventional design is 

essential for the stern tube bearing, and it is necessary for engine 

bearing to consider a vessel deformation. At a vessel under 

construction, this method is able to indicate the allowable value of 

intermediate shaft bearing height, engine bearing height and engine 

inclination. And for in-service vessel, by using the inverse shaft 

alignment calculation, safety margin of shaft alignment against 

vessel deformation is able to be indicated. 


(2–2) Fundamental Engineering – 

Piston Engines – Mechanics 

Comparison of crankshaft calculation 

methods with reference to classifi cation 

societies’ requirements 

M. Savolainen, H. Tienhaara, Wärtsilä Oy, Finland, T. 

Resch, AVL List GmbH, Austria, 

B. Smiljanic, AVL AST d.o.o, Croatia 

Crankshaft strength analysis methods have signifi cantly developed 

since last ten years. Modern numerical methods combine fl exible 

multi-body dynamic simulation, Finite Element method and 

multiaxial fatigue criteria to predict local stresses under realistic 

boundary conditions very accurately. In parallel traditional, 

analytical methods and rules as Unifi ed Requirement M53 are still 

used and have their place in large engine development due to their 

stability and reliability. Therefore they are also used by classifi cation 

societies. Nevertheless, durability results between different methods 

can vary signifi cantly due to their different approaches, representation 

of structures and loads, but also material data consideration and 

infl uence factors. Modern numerical methods also have the 

disadvantage that they can be considerably dependent on the tools 

involved and even the user, due to high number of required input 

and their deviation, as well as the complexity of the usage in general. 

Due to the necessity for high reliability, especially for large engine 

crankshafts, on one hand, but new demands in sense of effi ciency 

and costs on the other hand, which can hardly be covered by 

traditional approaches, it is important to enhance the current rules 

to go closer to the limits and reach the new targets, but avoid loosing 

the stability of these methods. Therefore the relation between the 

methods and their results is of interest to be able to connect them or 



further develop the traditional ones. Within the current project 

different methods for crankshaft fi llet strength are analyzed and 

compared. The present work is done within the CIMAC Working 

Group 4 and discusses a sequence of different approaches, starting 

from original UR M53 up to most complex approach using MBS, 

FEM-structures and multi-axial fatigue method. Each step is based 

on the previous one and differences in results are outlined to detect 

the specifi c infl uences of each approach. Focus is set on the local 

stresses and safety factors in pin and journal fi llets of the specifi c 

crankshaft. The target crankshaft is a modern 20-cylinder 4-stroke 

ship engine crankshaft from Wärtsilä. The examined operating 

condition is 600rpm with full load. Specifi c infl uences are 

investigated separately. Most important are stress concentration 

factors from analytical defi nition, via FEM based ones, up to direct 

evaluation of stresses, which avoids the usage of such factors, the 

load defi nition and the resultant local stresses. Loads are derived 

from analytically calculated bending moments in combination with 

torsional torque from separate torsional vibration analysis up to full 

3-dimensional and transient coupled bending and torsional ones. 

Effects of phasing between loads and stress components as well as 

mean stress infl uence are worked out. Additional infl uences from 

material defi nition, infl uence factors and the usage of different 

fatigue methods are compared. 

Fatigue design and optimization of diesel 

engine cylinder heads 

T. Gocmez, Institute for Combustion Engines VKA 

RWTH Aachen University, Germany, 

S. Lauer, FEV Motorentechnik GmbH, Germany 

Cylinder head high cycle fatigue (HCF) and thermomechanical 

fatigue (TMF) behavior has become more critical under today’s 

stringent demands, where modern engines are increasingly designed 

much closer to their mechanical limits. Often, the problem of critical 

loading of cylinder heads is solved by a material variation and/or by 

a design change - depending on the most critical fatigue mechanism. 

This leads to additional design iterations and accordingly costs. 

Therefore, an optimized design done in early phases of engine 

development lowers the cost. This paper aims to give an insight on 

optimization possibilities (production process, material selection, 

design features) and a focus on integrated cylinder head design 

optimization for cost effective engine development. An integrated 

simulation approach covering the development needs in terms of 

turnaround times, accuracy and reliability during the different 

phases of cylinder head engineering process is presented. A through 

understanding of fatigue mechanisms via design of experiments is 

provided along with primary material and design feature selection 

criteria, mathematical formulation of the design optimization 

problem and cylinder head optimization roadmap. Showing that 

TMF is a global problem and HCF is a local one, pre- and postoptimization 

measures for the former and latter are proposed, 

respectively. Emphasis is given to increased quality in entire 

development process by “do it right the fi rst time” philosophy, 

where analysis of mass distribution on cylinder heads and 1D heat 

transfer through the combustion chamber walls taking into account 

the coolant side boiling effects are integrated to the frontloading. A 

new solution for the TMF problem of heavy duty cylinder heads, by 

the introduction of a groove between bore diameter and sealing 

diameter on cylinder head fl ame deck, is presented as well. The 

result is maximization of effectiveness of calculation methods on 

the end product. The integrated usage of benchmark, empirical, 

analytical and fi nite element methods, which are explained 

throughout the paper, delivers an optimized dimensioning process 

of valve bridge width and thickness at concept phase and removal of 

local structural weaknesses on cylinder head coolant jacket side at 


71


detailed design phase. The application of proposed methods is 

provided on an example high end diesel engine cylinder head with 

100kW/L specifi c power and 250 bar peak fi ring pressure. The initial 

dimensioning of the valve bridge proved to be safe in terms of TMF 

and 40-50% improvement in safety factors of local HCF critical 

regions are achieved within fi ve iterations of an automatic overnight 

calculation, proving the effectiveness and effi ciency of the proposed 

methodology. Keywords: cylinder head, high cycle fatigue, 

thermomechanical fatigue, TMF groove, structure optimization 

Fracture mechanics approach to contact 

problems in medium speed diesel engines 

C. Loennqvist, A. Maentylae, Wärtsilä Finland Oy, 

Finland 

A medium speed diesel engine contains many components that are 

intended to transmit high static and/or dynamic loads. To be able to 

transmit these loads, the components are joined to the engine block, 

or to sub-assemblies, with heavy-duty screws or interference fi ts. A 

high pre-tightening force or interference level is applied in order to 

obtain proper functioning of these joints. Due to complicated 

geometry, concentration of pre-tightening force around the screwhole, 

difference in compliance of the joined parts, machining errors 

and waviness, it is sometimes diffi cult to obtain an evenly distributed 

contact pressure. This, in connection with superposed cyclic external 

loading, may cause interfacial sliding to localize at regions where 

contact shear tractions reach a certain limit value: friction factor 

times contact pressure. This process is often referred to as fretting 

and may cause irreversible damage in the form of wear and/or 

fatigue crack nucleation at stick-slip boundaries. It is particularly 

perilous as it often is allowed to progress undetected until fi nal 

failure. Many factors, such as the material combination, 

microstructure, variation of friction coeffi cient, number of cycles 

and infl uence of steep stress gradients, make fretting especially 

challenging to approach from a calculation point of view. In 2004 

Wärtsilä therefore initiated a multi-collaborative research project 

with the ambitious aim to develop calculation methods and design 

rules that take fretting into consideration. The third and currently 

on-going continuation project is greatly focusing on the complete 

type of contacts, the category to which most of the contacts in 

medium speed diesel engines belong. The mating surfaces of engine 

block and liner, engine block and main bearing cap, counterweight 

and crankshaft are a few examples. In practice, analysis has to be 

conducted with the help of numerical methods like the fi nite 

element method (FEM) which allows contact-related displacement 

and traction fi elds of complex geometries to be solved. Sharp corners 

that constitute typical regions for crack nucleation, nevertheless, 

introduce singularities that require the use of an extremel dense 

mesh and an elastic-plastic material model. In this aspect, fracture 

mechanics and the application of generalized stress intensity factors 

developed by researchers at the University of Oxford offer a 

promising approach. This approach has an analogy with familiar 

linear elastic fracture mechanics, hence it assumes that the critica 

traction fi eld scales with a proportionality constant. The attractiveness 

of the method is, among other things, found in the much lighter FE 

model its implementation requires. Tests with sharp cornered pads 

were therefore conducted at the University of Oxford with the aim 

to obtain a test setup that resembles a fl at-on-fl at contact of actual 

engine components. The results show that the knock-down factor 

with sharp-edged corners, as in comparison with plain fatigue, may 

be as high as 3.8. The test outcome correlates well with the analysis 

results obtained from implementation of a fi ne FE model and 

elastic-plastic material model. Moreover, the correlation by 

application of critical stress intensity is also in good agreement. 


The infl uence of hull defl ection and 

propeller loading on load distribution in 

engine bearings 

B. J. Vartdal, Det Norske Veritas AS, Norway 

Out of damage cases reported to DNV, one of the most common 

machinery related damages experienced for direct coupled diesel 

engines are those to main engine bearings and in particular to the 

aft most engine bearings which are infl uenced by the alignment of 

the propeller shaft. The effect of the shaft alignment on the main 

engine bearings are to be accounted for by the shaft alignment 

calculation. However, historically the shaft alignment calculations 

have considered the only varying parameter affecting the load 

distribution of the main engine bearings to be due to structural 

changes of the main engine as caused by thermal variations. Other 

known parameters such as hull defl ections and propeller forces are 

known to affect the main engine bearing loads, but these parameters 

have been omitted mainly due to the complexity associated with 

determining such parameters. Since 2001, DNV have carried out a 

research project in order to quantify the infl uence of hull defl ections 

and propeller loads on shaft alignment and load distribution in 

propeller shaft and main engine bearings for direct coupled drive 

trains. The project included full scale measurements as well as 

comprehensive fi nite element and CFD analysis designed to quantify 

and assess the effect of such parameter variations. The measurements 

and analyses have been carried out for a number of vessels. Several 

vessels within the same vessel type have been studied as well as 

different vessel types. The vessel types studied are VLCC’s, container 

vessels and LNG’s. The part of the study presented here focuses on 

main engine bearings and the potential for variation of load 

distribution in the main engine bearings caused by feasible 

parameter variations experienced during vessel operation. Such 

parameters include hydrostatically induced hull defl ections, hull 

defl ections caused by tank fi lling, hull defl ections caused by 

hydrodynamics, propeller thrust, lateral propeller forces and thermal 

effects. The results of the study clearly indicate the relative importance 

of each of the infl uencing parameters and that the need to include 

the infl uence of the parameters studied depends on the shafting and 

the vessel type. 



Diesel Engines – Downstream Components 

Theoretical and practical results of engine 

and exhaust gas performance optimisation 

H. Jungbluth, A. Tippl, Innospec Ltd., Germany, 

D. Daniels, Innospec Fuel Specialties, USA, 

I. Crutchley, Innospec Limited, UK, 

S. Bludszuweit, H. Stueckrad, MET Motoren- und 

Energietechnik GmbH, Germany 

The economic crisis, the global target on emission reduction as well 

as cost speed effi ciency has led to slow steaming, which causes a 

higher deposit formation in the combustion process and negatively 

infl uences the exhaust gas equipment. The negative impact of deposit 

formation on internal combustion equipment effi ciency, operations, 

and subsequent cost is well documented in literature. This paper will 

not only describe this phenomenon; it will provide a theoretical 

calculation about the impact of the deposit formation on the 

turbocharger effi ciency as well as practical methods to reduce and 

avoid these deposits. The formation of deposits in internal 

combustion engines and its infl uence on fuel economy was studied



by developing a foresighted calculation and by practical tests onboard 

ships. The presented investigation of the deposit formation is, in 

part, described as initiating with an induction phase. This phase is 

immediately followed by continual deposit growth until it reaches 

an equilibrium phase of growth and decay. Deposit growth is 

infl uenced by numerous factors. These factors include but are not 

limited to time, combustion environment, composition of the 

materials that form the deposits, and physical conditions at the 

location of formation. Engine effi ciency can only be restored by 

removal of existing deposits, or more preferably by avoiding the 

induction phase itself. Avoiding the induction phase is best 

accomplished by precluding the initial formation of a liquid surface 

layer of deposit precursor material. The simulation as well as the fi eld 

trials will show that keeping the exhaust gas system clean will avoid 

effi ciency losses of the turbocharger system and improve 

environmental sustainability. A more complete combustion achieved 

by chemical fuel treatments will reduce deposit formation 

signifi cantly. By example, only a clean turbocharger will avoid 

effi ciency losses, which result into a fuel benefi t of approximately 2 

% or more depending on the equipment. These concepts will be 

proven by new innovative theoretical calculations and substantial 

fi eld evidence. There are several known cleaning procedures for the 

turbocharger equipment. However, the optimum, most cost effective 

and most convenient method of protecting the equipment is to 

avoid fouling. 

Exhaust gas heat recovery on large engines 

– potential, opportunities, limitations 

I. Vlaskos, P. Feulner, A. Alizadeh, I. Kraljevic, 

Ricardo Deutschland, Germany 

Improving effi ciency is a major development trend in all applications 

of energy conversion. This applies to large engines especially, since 

the ecological benefi t of reduced greenhouse gas emissions is going 

hand in hand with the economic advantage of reduced fuel cost. In 

recent years conversion of exhaust gas heat to useful work has become 

a focus of development efforts in many branches of combustion 

engine work. This paper looks at the potential, which can be realised 

by staged processes, the opportunities for utilisation on large engines 

and some pertinent limitations. To this end a hypothetical large 

engine is conceived and some options for exhaust heat recovery 

systems are calculated for application on this engine. Analysis is 

limited to operation at full load and rated speed since the positive 

impact of any improvement of effi ciency is greatest there and 

furthermore many large engines in energetic installations (power 

stations) are routinely operating at these conditions. Since steam and 

ORC systems are currently en vogue and widely covered in a great 

number of publications this paper will concentrate on gas cycles. 

Next generation of fl exible and reliable 

SCR-systems 

C. Gerhart, H.-P. Krimmer, Alzchem Trostberg GmbH, 

Germany, 

B. Schulz, NIGU Chemie GmbH, Germany, 

O. Kroecher, Paul Scherrer Institute, Switzerland, D. 

Peitz, Paul Scherrer Institute, Germany, 

Th. Sattelmayer, P. Toshev, Lehrstuhl fuer Thermodynamik, 

Technical University of Munich, Germany, 

G. Wachtmeister, A. Heubuch, Lehrstuhl fuer Verbrennungskraftmaschinen, 

Technical University of 


Driven by upcoming tighter emission regulations for internal 

combustion engines selective catalytic reduction (SCR) technology 



had become state of the art. With SCR lowest NOx levels could be 

reached. SCR had been adapted to mobile onroad applications from 

heavy duty [1] down to smaller engines in passengers cars. Now fi rst 

installations also for larger, nonroad or stationary engines have been 

realized. The integration of SCR with AdBlue R as standardized 

aqueous urea solution is already in operation in a variety of onroad 

applications [2]. Still there are reliability and operation problems to 

overcome concerning solid residues, mixing into the exhaust gas 

fl ow and effi cient decomposition upstream or directly on the SCRcatalyst. 

Also for nonroad engines in many cases standard AdBlue R 

as ammonia precursor does not fulfi l requirements in the various 

applications. Of interest would be a better ammonia release potential 

per litre, less water in the liquid solution and in some cases an 

improved stability concerning freezing at the lower end and less 

decomposition and consequently less vapour pressure at the higher 

end of the ambient temperature conditions. The direct use of 

ammonia gas from pressure vessels has already been banned in 

mobile onroad applications due to critical safety issues while 

handling and in the supply chain. Throughout the search of a safe, 

liquid ammonia precursor, guanidinium salts came into the focus 

of further investigations [3]. These high-N containing and non-toxic 

substances could become a new class of molecules as ammonia 

precursor in a variety of formulations depending on the application. 

Especially guanidinium formate has a extremely high solubility of 

more than 6 kg in 1 litre water (equal to > 0,52 kg NH 3 /l compared 

to 0,2 kg NH 3 /l of AdBlue R ). Guanidinium formate could be used 

in formulations with urea and water depending on the application: 

without urea as highly concentrated solution with an elevated 

freezing point but high stability up to 100°C or as an eutectic 

mixture with urea (e.g. 41% guanidinium formate, 16% urea) 

resulting in a freezing point below -30°C. Investigations on the 

hydrolysis have shown that this guanidinium salt can be completely 

decomposed to ammonia on a titania hydrolysis catalyst above 

200°C. Due to the low water content of the liquid solution about 

50% less energy is required for complete heating, evaporation and 

decomposition to ammonia compared to AdBlue R . The main 

difference compared to aqueous urea is the slightly elevated 

optimum temperature for complete decomposition. A complete, 

reliable and independently working system of such a next generation 

SCR should include a small and compact ammonia generator 

containing a hydrolysis catalyst operating under well defi ned 

conditions. A simple bypass reactor unit for the decomposition of 

the liquid precursor to ammonia gas could have advantages e.g. in 

availability of ammonia and be more independent of the exhaust or 

engine conditions. The complete decomposition to ammonia 

would occur under controlled conditions. Specifi cations and 

investigations on such a type of ammonia generator will be 

presented. 

Attenuation of low-frequency exhaust 

noise from combustion engines 

S. Frederiksen, C. Ammitzbo, Silentor A/S, Denmark, 

B. B. Jessen, Delta, Denmark 

There is an increased awareness about disturbance caused by lowfrequency 

exhaust noise from all types of combustion engines. 

Especially large, 2-stroke engines are characterized by a low ignition 

frequency which increases the risk of prominent noise at this 

frequency and at higher harmonics. When the frequency of a sound 

wave is low, there will be less attenuation at transmission through 

walls, windows, etc. In addition, low frequencies are associated with 

relatively long wavelengths that may coincide with distances between 

walls, whereby strong, standing waves can be set up. This increased 

awareness includes, not only audible sound of low frequency, but 

also infra-sound (below around 20 Hz), which cannot be heard, but 


73


felt, to a degree which varies from one individual to another. 

Although the matter from a medical point of view is still somewhat 

obscure, there is scientifi c evidence that some people are sensitive to 

infra-sound to a degree that can documented objectively. Accordingly, 

some noise regulations today stipulate maximum allowable noise 

level within a wide frequency spectrum, including values at infrasound 

frequencies. Therefore, the acoustic engineer cannot ignore 

the issue of infra-sound, apart from disturbance caused by noise 

within the audible spectrum. Conventional silencers can indeed 

yield satisfactory attenuation at all relevant frequencies, but stringent 

demands regarding low-frequency performance tend to call for 

ample accommodation space and for an allowance to design for 

rather big pressure drops. This is in confl ict with the fact that 

available space is often narrow, for instance on board ships. Also, a 

high backpressure can retract from engine performance and can 

cause unwanted increase of thermal loading of combustion 

chambers. The paper presents a novel silencer concept that combines 

three per se well-known silencer principles in an optimal way. The 

fi rst of these principles is the reactive sound-refl ection principle; a 

silencer according to this principle in acoustic theory is sometimes 

referred to as a low-pass fi lter, since it attenuates noise of frequencies 

higher than a lower cut-off frequency. The second principle is the 

sound-absorptive principle which provides mainly high frequency 

attenuation. The third principle is the Helmholtz resonator principle 

in which sound confi ned to a certain frequency band is being 

absorbed. Each principle has its pros and cons: The reactive silencer 

can provide noise reduction within a wide frequency spectrum, but 

there is a pressure-drop penalty. A resonator, on the other hand, can 

be designed for an insignifi cant pressure drop, but its bandwidth is 

rather narrow. Additional problems with a resonator are, that its 

resonance frequency is sensitive to temperatur variations, and that 

the frequency at which maximum attenuation is needed will change 

with rotational speed of the engine, making exact tuning diffi cult. 

The various principles can be combined in such a way that the 

attenuation spectrum of a reactive stage is supplemented at the 

lower end by a resonator. Automatic tuning of the resonator can be 

performed by a robust feed-forward control loop which can 

compensate for frequency shifts caused by changed rotational speed 

of the engine. The paper presents the theoretical basis for the new 

silencer concept, supported by empirical verifi cation, as well as an 

evaluation of its fi tness from a practical application point of view, as 

related to an ongoing fi eld project. 


(5–1) Component & Maintenance Technology – 

Piston Engines – Components 

Recent development in analysis and design 

of principal bearings of large two stroke 


P. Rønnedal, H. W. Christensen, MAN Diesel & Turbo 

SE, Denmark 

The two stroke crosshead low speed diesel engine has been a preferred 

prime mover in the merchant marine for mostly a century. Although 

its basic working principle has not been changed, the demand for 

still higher power, produced at the lowest possible fuel consumption, 

from a machine occupying a minimum of space, has constantly 

increased the demands to its three principal bearings, main bearing, 

crank pin bearing, and crosshead bearing. This paper deals with 

design techniques for bearings as applied in modern large two stroke 

diesel engines. Simulation methodology as well as design verifi cation 

techniques by measurements are described. Most important, the 

actual design features, as developed using the illustrated techniques, 


are shown. Calculation results from in house simulation software 

including advanced combinations of loadgeneration and Elasto 

Hydro Dynamic (EHD) analysis are demonstrated, in particular for a 

newly developed main bearing assembly, and for the Blended- Edge 

(BE) main bearing applied in MAN B&W two stroke diesel engines. 

Also simulation results for the wide pad crosshead bearing, which 

has been introduced in the ME-B engine series, are given. Major 

design particulars, bearing application range, and service experience 

are illustrated in each case. The actual geometry of a bearing journal, 

even when produced within strict tolerances of cylindricity, may 

strongly infl uence the distribution of hydraulic pressure in the oil 

fi lm. A method of in situ measuring the shape of a main bearing 

journal in detail is presented, and the infl uence of typical 

imperfections discussed. Measurements of the oil fi lm thickness of 

the main bearings during full operation, made on the 4T50MX test 

engine in Copenhagen, are shown in correlation with the equivalent 

simulation results, and illustrating the development on the main 

bearing components. In parallel with the mechanical/geometrical 

development, also the issue of material properties are addressed. 

Traditionally Babbitt has been the preferred bearing material for a 

number of reasons. However stronger Tin-Alu bearings have also 

been used for decades. MAN B&W diesel engines use both type of 

materials, and recent developments aim at merging best properties 

for both type of materials in one. MAN has worked on this 

development for well over four years now, and the fi rst service trials 

are presented. 

Trends in engine design and their impact on 

engine bearing design and performance 

C. Forstner, Miba Gleitlager GmbH, Austria 

Latest engine designs are committed to ultimate performance and 

low cost of ownership which in turn means high power density and 

fuel effi ciency combined with engine downsizing and extended 

service intervals. The consequences are weight-optimized and hence 

more fl exible engine components as well as cost reduction at the 

expense of material and surface quality. At the same time engine 

speed, Brake Mean Effective Pressures and Exhaust Gas Recirculation 

rates are increasing to match the performance and emission targets. 

All of the above mentioned measures are directly affecting the load 

and operating conditions of conrod small end bushings, connecting 

rod big end and main bearings. In order to cope with this challenge 

new bearing design and material solutions have been developed. 

This paper will focus on late-breaking topics like recommended 

surface quality of crankshafts, fretting damages at conrod big end 

bearings and the infl uence of crankshaft torsional vibration 

optimization on main bearing loads. Finally specifi c bearing design 

changes and adaptations of existing bearing types in order to achieve 

the required bearing performance and operational safety will be 

presented. 

Variable valve timing – a necessity for 

future large diesel and gas engines 

C. Mathey, ABB Turbo Systems Ltd., Switzerland 

Variable Valve Timing (VVT) systems have been used in the 

automotive industry for a number of years and very different 

techniques, including phase-shifting, variable valve lift and exhaust 

valve reopening, can all be found on the market. Beside its positive 

impact on emissions and fuel consumption, the main marketing 

focus is still on driveability or, in PR language, the “joy to drive”. 

While these systems could be described as standard automotive 

equipment today, it has been rare in the past for Variable Valve 

Timing to be applied to large diesel and gas engines. However, the



coming emissions regulations as well as further development work 

aimed at higher brake mean effective pressures of turbocharged large 

engines, especially those equipped with Miller-timing, will require 

more fl exibility on the air management side. This paper shows and 

discusses some of the possibilities offered by Variable Valve Timing 

in respect of engine performance data, including transient behaviour, 

emissions and the turbocharging requirements. Also presented is the 

design of a newly developed variable valve train system that is 

currently undergoing an extensive validation and qualifi cation 

program. The lay-out of this VVT has a considerable degree of 

fl exibility, allowing it to be used on diesel and gas engines of different 

sizes and for different purposes and giving it the customising 

capability required by all large engine manufacturers. Even retrofi tting 

on existing engines has been taken into account. The VVT system is 

designed in such a way that no external power supply is required for 

the operation and the control can be integrated in the engine 

management unit. Several design features of this hydraulic mechanical 

VVT are based on proven automotive design elements. First test 

results are presented in this paper. To develop and manufacture this 

new VVT system ABB Turbo Systems Ltd joined forces with a large 

German OEM supplier; it is planned for prototypes for testing on 

customers’ engines to be made available by the end of 2010. 

Revised fatigue assessment of welded twostroke 

engine structures 

D. Bachmann, S. Soennichsen, Wärtsilä Corporation, 

Switzerland 

In this paper the strategy of Wärtsilä 2- stroke for improvement of the 

reliability of the welded engine structure is presented. The strategy is 

based on three aspects such as production friendly and mechanically 

optimized design, welding quality control and instruction as well as 

the improvement and research on the fatigue limits of welded 

structures. The latter is investigated in this paper in detail. Therefore 

a fatigue test series has been performed with weld seam variation 

regarding weld root quality (lack of penetration) and post weld heat 

treatment. The paper closes by analyzing the consequences of the 

fi ndings in these tests with regard to existing and future 2-stroke 

engine structures. 

Topology optimization of main mediumspeed 

diesel engine parts 

P. Böhm, D. Pinkernell, MAN Diesel & Turbo SE, 

Germany 

Due to the ongoing progress in computing power of computer 

hardware on the one hand and computational effi ciency of 

simulation programs on the other hand, optimization by simulation 

gains importance in the development process of medium-speed 

diesel engines. This paper presents two studies of main diesel engine 

parts where topology and shape optimization methods have been 

successfully integrated into the design process at an early design 

phase. The fi rst example describes a lightweight crankcase design of 

a V-engine for a whole set of cylinder numbers from 12V to 20V, the 

second one refers to an optimization of a crankshaft with main focus 

on web and counterweight design. It is demonstrated that topology 

optimization is an appropriate tool for lightweight design and that a 

weight reduction of more than twenty percent can be achieved. The 

method leads to new design recommendations expanding the wellknown 

fi eld of experience. In both examples, the goal of weight 

reduction is accompanied by a comprehensive set of requirements 

and constraints which have to be ensured by the optimization 

procedure automatically. As the distribution of applied material in a 

given design space infl uences the dynamics of the system, 



requirements for dynamic stiffness and eigenmodes have to be 

incorporated into the optimization process. Geometrical properties 

like symmetries have to be guaranteed as well as specifi cations from 

manufacturing. The given examples illustrate that for main engine 

parts it is possible to build up a topology optimization processes 

including a large number of quality criteria concerning geometry, 

stiffness and dynamic behaviour. For example, modal frequency 

criteria are combined with constraints for bending and torsion. It is 

shown that it is feasible to defi ne an appropriate set of load cases 

from a large number of applied timedependent forces and moments 

and to balance contributions from static and dynamic forces. When 

necessary, the presented overall optimization process ensures 

requirements with respect to strength by an additional shape 

optimization step, as in both examples it is not possible to incorporate 

constraints with respect to strength directly into the topology 

optimization procedure. Aspects from transferring design 

recommendations from topology optimization into a CAD based 

design are addressed as well as particular needs for handling models 

with a very large number of degrees of freedom.. 


(11–3) Users’ Aspects – Marine Applications – Fuels 

Experience with measuring cylinder oil 

consumption rate 

C. Schneider, KRAL AG, Austria 

This paper presents practical experience with cylinder oil 

consumption measurement systems. After an analysis of tank level 

systems for energy 

booster-modules 

fuel-water-emulsion 

viscosity & temperature control 

steam / thermal oil / hot water heaters 

electric heaters 

fuel pulsation damping 

technical water systems 

�� 

ELWA Elektro-Wärme München 

A. Hilpolststeiner GmbH & CO.KG 

�� 

�� 

�� 

�� 

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75


measurements, used as reference, fi ndings regarding the fl ow scheme 

in cylinder oil supply lines will be discussed. This comprises two 

types of common electronically controlled injector systems. 

Measurements did reveal a surprisingly high fl ow dynamic in the 

low pressure feed lines which require further corrective actions to 

ensure precise results. The paper includes measurement results as 

well as a discussion of the options to further reduce cylinder oil 

consumption. The latter are based on the availability of real time 

consumption measurement results which can be used for the 

calibration of electronically controlled injector systems. 

Combustion quality of marine residual fuel 

– trend, control, effect on engine 

A. Takeda, N. Iijima, S. Umemoto, H. Miyano, Nippon 

Yuka Kogyo, Japan, 

H. Nakatani, K. Adachi, H. Nomura, K. Adachi, NYK 

Line, Japan, 

H. Tajima, Kyushu University, Japan 

The effectuation of the IMO/MARPOL 73/78 Annex VI and the 

requirement for reducing the sulfur content in accordance with 

future regulations have strongly infl uenced the qualities of marine 

residual fuels. For example, since light cycle oil (LCO) and clarifi ed 

light cycle oil (CLO), which are obtained in the fl uid catalytic 

cracking (FCC) process, contain a low level of sulfur and low 

viscosity, they are suitable for use as raw material for low sulfur fuels 

such as cutter stocks. However, a major portion of these types of oil 

generally contain aromatic compounds, and in the case they are 

blended in large quantities to marine residual fuel, its ignition and 

combustion quality deteriorate. As a result, lowered combustibility 

causes problems such as poor combustion in large two-stroke diesel 

engines (main propulsion engines), which can potentially result in 

major failures such as damage to the piston rings and the cylinder 

liner. However, there is no limit value or criterion regarding ignition 

and/or combustion quality of marine residual fuel at the current 

moment. Therefore, fuel oil suppliers do not need to pay attention 

about ignition and/or combustion in the petroleum refi nery process 

with which marine residual fuel MFO is made. Energy Institute (EI) 

had standardized the test method (IP541) of ignition and 

combustion characteristics for residual fuel by using constant 

volume combustion chamber such as Fuel Combustion Analyzer 

(FCA) in 2006. However, a practical evaluation method and the 

criterions for the ignition and combustion quality are currently 

under consideration in CIMAC and ISO, and are therefore not yet 

established. And, there are few reports on the ignition and 

combustion quality of a large number of marine residual fuels by 

IP541. Since combustion problems are increasing in recent years, 

the consumer takes the necessary measures to minimize engine 

problems caused by poor combustion quality. In this paper, we will 

report the results of investigation and research for ignition and 

combustion quality, and the experiences obtained from operations 

of engine. 

The users views of having to use lowsulphur 

fuels combined with slowsteaming 

K. Wilson, Keith Wilson and Associates, England 

The present world wide economic situation has meant that almost 

all ship operators have to employ slow steaming with their ships. 

Long hours, or days, with engine operation at loads of 30 per cent, 

or even less, bring problems with those engines and these are not 

easy to solve, including ensuring that the exhaust gas meets with 

local requirements, where necessary. At the same time, the increasing 


number of sea areas (SECA’s) which demand the use of low sulphur 

content fuels or, very low sulphur exhaust gas emissions, from all 

ships, present more problems for the engine operator – the User. 

The paper sets out to show the depth of these problems and in 

particular the effects on engine operation, and how the Users are 

dealing with them. Since the use of low sulphur content fuel oils is 

now mandatory in different areas, the USER has to invest in extra 

equipment to deal with such fuel oils at the same time as extra 

investment in sometimes complex adaptations of the engines, have 

to be made. In addition, there now seems to be a problem of how 

much low sulphur content fuel can be supplied in some ports, 

particularly where large ships are concerned. Furthermore, new 

regulations have been brought forward rapidly, where exhaust gas 

emissions are concerned, in waters off the state of California, USA. 

These go well beyond the present requirements laid down by the 

IMO to which all Users have taken considerable steps, in conjunction 

with the engine designers, to meet the present IMO tier requirements 

and the next IMO tier. The latest requirements as laid down for 

Californian waters, mean that each User has to invest in further 

equipment on board when it will only be used for a relatively short 

time in each voyage. The need for unilateral exhaust gas emissions 

across the world is paramount to the Users but there are now several 

authorities who demand their own exhaust gas emission levels. 

Apart from the larger main engines on board many of the Users’ 

ships, the change over from heavy marine fuel to a much lighter 

grade of fuel oil can cause problems with auxiliary engines designed 

to use only one fuel oil type. For those Users operating machinery in 

tankers, the problem is further aggravated by having to deal with the 

exhaust gas emissions from the boilers where much use is made of 

heavy fuel oil for considerable periods since fresh water generation 

onboard is essential. Dealing with sulphur in the exhaust gas, on 

board has yet to be fully exploited. 

Environment-friendly operation using LPG 

on the MAN B&W dual fuel ME-GI engine 

R. S. Laursen, MAN Diesel & Turbo SE, Denmark, 

V. W. Rudh, Hamworthy Gas Systems AS, Norway 

With the new gas code, the use of LPG, i.e. propane and butane, as 

fuel for propulsion of ships has now come one-step closer, and 

MAN Diesel is ready with an engine design for this specifi c use. LPG 

has been used as a fuel in the car industry for many years, and now, 

with the dual fuel ME-GI engine, it is also possible to use LPG on 

ships in general. The discussion and interest in lowering CO 2 , NOx, 

SOx and particulate emissions have increased operators’ and ship 

owners’ interest in investigating future fuel alternatives. Using LPG 

as fuel on the two-stroke ME-GI offers the same emission benefi t as 

with LNG, where emissions can be reduced signifi cantly compared 

with MDO. Therefore, there are very good environmental reasons 

for using this fuel in coastal areas and on inland waterways. The GI 

system can also be applied on the small bore ME-B engines, which 

suit into smaller tankers, bulk carriers, container vessels and RoRo 

ships. Because of the general need to reduce CO 2 emissions, it is 

already seen in some regions, especially in the Mediterranean, that a 

lot of traffi c is being moved from the highways to the seaways. This 

trend is expected to continue because sea transportation has proved 

to be less CO 2 polluting than both trucks and trains. This CO 2 

benefi t can be further improved by using gas as the fuel. Many ship 

owners have realised that in the next fi ve to six years there will most 

likely be an overcapacity in the LNG carrier fl eet and in the LNG 

production. Obviously, this generates an interest in using LNG and 

LPG as a fuel on ships in general, since the gas fuel for a period is 

expected to be cheaper than other types of fuels, and the difference 

will be even bigger when comparing with other types of low-sulphur 

fuels. LNG is considered the fuel of the future, and very few doubt



this prediction. But establishing the LNG bunkering facilities, 

comprising small-size LNG terminals and a network of LNG supply 

ships, is costly and time consuming and, furthermore, it is also a 

subject to safety concerns and public debate in some countries. 

Only a few countries have an LNG network in place for general use 

of gas as a marine fuel, one example being Norway, but unless an 

unrealistic high price for the LNG can be obtained, the use of LNG 

is not just around the corner for ship operation. However, in due 

time it will be. To establish a supply network for use of LPG as a fuel 

is far easier because LPG terminals are less costly and not such a big 

safety concern, simply because LPG has been around for a long 

time. Older LPG carriers can be brought into use where they could 

function as bunkering stations. All the old LPG carriers have an 

onboard reliquefaction plant installed, which is less expensive to 

run, when compared to reliquefaction systems for LNG. Furthermore, 

ship to ship loading of LPG is not considered complicated, and 

would be a possible scenario when LPG is bunkered from an LPG 

carrier. Some MAN Diesel gensets are already running on LPG as the 

fuel on LPG carriers. Taking it now one step further, this paper 

describes the technology behind the ME-GI dual fuel MAN B&W 

two-stroke engines, using LPG as fuel, and its associated fuel supply 

systems. The engine requires a gas supply pressure of 550 bar and a 

temperature of 35°C. At this temperature and pressure, the LPG is 

liquid and different fuel supply solutions are available for generating 

this pressure for the liquid. Hence, the ME-GI for LPG will use liquid 

gas for injection, contrary to the ME-GI for LNG, where the methane 

is injected in gaseous form. All the way from tank to engine the LPG 

remain in liquid phase and non-cryogenic pumps can be used to 

generate the pressure. These pumps are standard equipment in the 

LPG industry, where quite a big number of suppliers are available. 

Safety is a concern when LPG is being used, since in gaseous form, 

contrary to methane, both propane and butane are heavier than air 

and will drop in case of leakage. This safety needs to be analysed and 

our safety considerations and precautions will be described in 

detail. 

Evaluation of using natural gas as a fuel for 

LNG carriers “Application of marine gas 

turbines“ 

A. Radwan, M. Morsy, University of Alexandria, 

Egypt, 

M. Fahmy, Arab Academy for Science and 

Technology, Egypt 

Liquid natural gas (LNG) shipping industry has increased 

dramatically since 1959. The cargo capacity has jumped from 

150,000m 3 to 250,000m 3 meanwhile; the transport distance reached 

7000 Nmile. Numerous LNG carriers demonstrate a good experience 

with using their boil off gas (BOG) as a fuel for propulsion 

machinery, mainly steam turbines. Lately, about 40% of the new 

orders shifted to slow speed diesel engines with reliquefaction plant 

(SSDRL) and dual fuel diesel electric propulsion (DFDE). So far, 

marine gas turbines are not applied yet in LNG carriers. This paper 

discusses the applicability of using natural gas as a fuel with marine 

gas turbine electric propulsion (DFGE), utilizing natural boil off gas 

(NBOG) and forced boil off gas (FBOG) as well as investigating its 

economical and environmental benefi cial over other propulsion 

options. The benchmark ship chosen for this study has a capacity of 

150,000m 3 powered by conventional steam propulsion. For this 

purpose a spreadsheet model were developed to determine the LNG 

carrier operating cost for different propulsion options. This is in 

addition to a sensitivity analysis to study the effect of varying range, 

(HFO) and natural gas (NG) prices on ship operating cost. It was 

found that, using (NG) as a fuel with the proposed marine gas 

turbine cycle at current HFO and NG prices provides the highest 



cost saving for a distance less than 4000 Nmile. With the expected 

changes in fuel prices, the proposed cycle achieves cost saving of 3% 

per round trip and this saving is directly proportional with increasing 

of fuel prices compared to other options. 



Piston Engines – Combustion Two Strokes 

In-situ optical combustion diagnostics on a 

large two-stroke marine diesel engine 

H. H. Poulsen, J. Hult, S. Mayer, MAN Diesel & Turbo 

SE, Denmark 

Large two-stroke Diesel engines offer several challenges to successful 

implementation of the type of optical and laser based measurement 

techniques which have been applied with so much success in smaller 

automotive engines during the last decade. In this paper we will 

present the fi rst steps taken towards implementing optical diagnostics 

in a full sized and fully operational two-stroke diesel engine for 

marine application. Optical ports, fi tted with sapphire windows, 

have been developed, which allow normal uninterrupted engine 

operation over several hours. Considerations connected with the 

design of those ports, which have window diameter up to 40 mm, 

are introduced. Results from several measurement campaigns 

undertaken on this optical test engine will also be presented. The 

evolution and movement of burning fuel clouds are visualized at 

high framing rates (18 kHz) using a high-speed CMOS camera. Two 

types of high-speed soot luminescence imaging have been 

performed. By simply recording all visible light, the structure and 

dynamics of the luminous regions can be studied. From such image 

sequences individual fl ame ignition and propagation events can be 

followed in a cycle-resolved fashion. In a second set of experiments 

two-colour pyrometry is implemented, by splitting the emitted 

black body radiation into two separate optical channels. These are 

both captured on the same highspeed camera, whereby the 

temperature of the soot in the fl ame envelope can be estimated 

from the ratio of the two signals. The latter approach thus provides 

complementary information on the temperature distribution of the 

luminous regions during the engine cycle. 

Study of exhaust gas separation (EGS) 

system on 2-stroke engine 

M. Takahashi, I. Tanaka, M. Ohtsu, Mitsui 

Engineering and Shipbuilding Co., Ltd., Japan 

2-stroke diesel engines have been improved to the state-of-the-art 

heat engine, so thermal effi ciencies of those have already been 

achieved to the level of more than 50% since some 15 years ago, and 

there seems to be no room for further substantial thermal effi ciency 

improvement by engine itself. On the other hand, turbocharger 

mounted on engine is being signifi cantly improved to be more than 

70% at total effi ciency, so that more and more excessive energy in 

exhaust gas receiver is available for other use. Accordingly, attention 

toward 2-stroke engine as earth friendly heat engine is focused on 

how to utilize the excessive energy in exhaust gas receiver, and many 

kinds of heat recovery equipments are under investigation and/or 

development. In some cases of those applications, heat recovery 

equipments have been already materialized. On 2-stroke engine, 

scavenge process in combustion chamber is performed by nearly 

stratifi ed fresh air through scavenge ports of cylinder liner, so exhaust 

gas from exhaust valve has similar profi le of gas content and 

temperature along time after opening of exhaust valve. If a gas 


77


separation valve is installed just after exhaust valve, it must be easy 

to achieve the gas separation. The exhaust gas with mainly 

combustion gas shall be led into high temperature receiver and the 

exhaust gas with almost fresh air shall be led into low temperature 

receiver. The high temperature receiver is connected to turbocharger, 

and the low temperature receiver is connected to the scavenge 

receiver through EGS cooler and blower. The gas separation valve 

will be managed by electronic control units to adjust the valve 

timings for better total thermal effi ciency. As a result of EGS system 

application, many kinds of advantages can be produced. 

• Waste Heat Recovery (WHR) rate of exhaust gas energy can be 

drastically improved by increased gas temperature in high 

temperature receiver 

• WHR system can be downsized by the decreased gas fl ow 

amount and increased temperature 

• Turbocharger can be downsized by the decreased gas fl ow 

amount 

• Conventional Selective Catalytic Reduction (SCR) can be placed 

after gas outlet of turbocharger instead of before turbocharger 

• SCR can be downsized by the decreased gas fl ow amount and 

concentrated density of NOx 

• Engine performance at part load can be improved by adjusted 

gas fl ow amount with the gas separation valve timing 

Some pre-tests have been carried out on our test engine to clarify the 

possibility of EGS implementation. Simulations of engine 

performance have been made after the pre-test to study EGS system 

from the viewpoints of WHR, SCR application, and so on. 

This paper begins with the explanation of EGS concept and deals 

with pre-tests results comparing the calculation results. Furthermore, 

prospective improvements of WHR and SCR installation are 

discussed as the investigation results of engine performance 

calculation and heat dissipation simulation as a whole system. 

PIV study of the effect of piston motion on 

the confi ned swirling fl ow in the 

scavenging process in 2-stroke marine 


S. Haider, K. E. Meyer, J. Schramm, Technical 

University of Denmark (DTU), Denmark, 

S. Mayer, MAN Diesel & Turbo SE, Denmark 

The effect of piston motion on the incylinder swirling fl ow for a low 

speed, large two-stroke marine diesel engine is studied using the 

stereoscopic PIV technique. The measurements are conducted at 5 

cross sectional planes along the cylinder length and at piston 

positions covering the air intake ports by 0%, 25%, 50% and 75%. 

The resulting swirling fl ow decays downstream the bulk fl ow 

direction and variation in Reynolds number has only effect in terms 

of magnitude. When the piston translates towards the top-deadcentre, 

it gradually starts closing the intake ports. The tangential 

velocity profi le changes from Rankine/ Burgers vortex to forced 

vortex and axial velocity profi le changes from wake-like to jet-like 

and then again to wake-like profi le.. 

Design of experiments analysis of the NOx- 

SFOC trade-off in two-stroke marine engine 

A. E. Tuner, A. Andreasen, S. Mayer, MAN Diesel & 

Turbo SE, Denmark 

Conducting tests on large marine two-stroke engines is very 

expensive in terms of manpower, and the running costs – especially 

the fuel oil consumption – are signifi cant. In order to achieve high 

quality and steady state results, the time required per test is also a 


major constrain on the extent of the test plan. In order to reduce the 

number of tests required to map the response surface of a given 

number of variables, the theory of design of experiments (DOE) is 

applied in the present study. Further, a strategy of achieving quasi 

steady state in which tests are conducted fast allowing only little 

time for engine stabilisation upon changing parameters is utilised in 

order to bring down the time required per test. In the present study 

we present results of the mapping of the response surfaces of NOx, 

SFOC, and maximum cylinder pressure with respect to start of 

injection, exhaust valve closing, injection pressure, injection nozzle 

hole size, injection profi le characteristics, and turbocharger turbine 

area. Special emphasis is laid on the SFOC/ NOx trade-off and 

identifying the means to meet future NOx emissions legislation 

(IMO Tier II), while minimising the penalty in specifi c fuel oil 

consumption. Different scenarios are investigated by means of 

constrained optimisation mapping the results as function of usually 

measured performance parameters, such as scavenge pressure, 

compression pressure, maximum pressure, etc. 



Diesel Engines – Modelling II 

Combustion chamber design to control 

particulate matter emission 

P. Tremuli, A. Skipton Carter, Ricardo UK Ltd., UK 

This paper outlines the possibility to comply with the exhaust 

emissions legislation faced by medium speed engine manufacturers, 

considering mainly the application of primary in-cylinder 

technologies. The potential for reduced particulate emissions at low 

NOx levels is the focus. Ricardo’s development of a combustion 

system for engines in the range of 170 – 230 mm bore assisted by 

3D CFD analysis using Ricardo engine focused CFD code VECTIS is 

described. As well as reducing engine-out particulate matter (PM) 

emissions, the low soot combustion system should benefi t engine 

fi rst cost, whole life costs and engine and aftertreatment durability 

and reliability. 

Computational study of in-cylinder NOx 

reduction in a large marine diesel engine 

using water injection strategies 

C. Chryssakis, A. Frangopoulos, L. Kaiktsis, NTUA, 

Greece 

Recently imposed regulations by the International Maritime 

Organization (IMO) include a 16% reduction in Nitric Oxides 

(NOx) emissions between 2000 and 2011 for low-speed large marine 

Diesel engines, and an 80% reduction by 2016 for the Emission 

Control Areas (ECAs). Current research efforts for reducing NOx in 

large marine engines consider multiple injection strategies, water 

addition, Exhaust Gas Recirculation (EGR) and catalytic converters. 

In the present work, the potential for NOx emissions reduction in a 

large two-stroke marine diesel engine by means of Direct Water 

Injection (DWI), as well as intake water addition, is studied using 

Computational Fluid Dynamics (CFD) simulations. The modeling 

platform is a modifi ed version of the CFD code KIVA-3V. For a given 

fuel injection profi le, the effect of water mass on NOx emissions is 

fi rst investigated, and compared to a reference case of zero water 

mass. The results indicate that Direct Water Injection is substantially 

more effective than intake water addition. Next, a variation of fuel 

injection profi les (for both techniques), as well as of water injectors’ 

locations (for DWI) is performed; the effects on NOx and soot



emissions, as well as on Specifi c Fuel Oil Consumption (SFOC) are 

quantifi ed. For the cases of unmodifi ed fuel injection, representative 

results indicate that a reduction in NOx of approximately 85% is 

achieved with DWI, and of 60% with intake water addition, for 

water mass levels of 50% and 200% of the injected fuel mass, 

respectively. Under those conditions, SFOC is increased by 

approximately 4.5% and 2.0%, respectively, accompanied by nonnegligible 

increase in the emitted soot levels. By systematically 

varying the locations of the water injectors, as well as fuel injection 

timing, it has been possible to maintain the same levels of NOx 

emissions reduction, with milder penalties in SFOC and soot 

emissions. The present detailed study suggests that: (a) the 2016 

NOx emission standards could be met by proper water injection 

strategies, (b) further improvements in emissions levels and engine 

performance would be feasible in terms of optimized water and fuel 

injection, based on rigorous optimization studies. 

A combined numerical and experimental 

study on the infl uence of the injection 

system on the spray, the combustion and 

emissions in medium speed diesel engines 

C. Fink, H. Harndorf, Rostock University, Germany, 

M. Frobenius, AVL Deutschland GmbH, Germany, 

R. Pittermann, WTZ Rosslau gGmbH, Germany 

In cooperation with several partners a project funded by the German 

government was initiated in order to investigate the emission 

reduction potential of modern common-rail injectors using different 

marine fuels. The experimental and numerical study focuses on 

engine part load and low temperature (Miller-cycle) conditions, as 

these conditions are mainly causing high smoke and particulate 

emissions. The fi rst part of the project includes the experimental 

and numerical analysis of injection sprays in a high pressure/high 

temperature research chamber at Rostock University. In order to 

account for nozzle internal effects, a coupled simulation method 

between the nozzle internal fl ow and the spray is applied. The CFD 

simulations have been performed using the CFD Code FIRE, which 

provides a modern nonlinear cavitation model combined with 

advanced turbulence modelling techniques to account for transient 

cavitation effects in the needle seat area and in the nozzle. By means 

of a special polymer moulding technique, real nozzle geometries 

were derived and considered in the simulation of the nozzle internal 

fl ow pattern. The obtained fl ow conditions are then used as input 

data for the spray simulation. Here, besides the droplet primary and 

secondary break-up and droplet collision models, a new advanced 

evaporation model considering droplet internal fl ows has been 

applied. The developed models have been validated against 

experimental data obtained in the optically accessible high pressure/ 

high temperature research chamber at Rostock University. Different 

optical methods are applied in order to quantify the characteristic 

spray parameters penetration length, cone angle, droplet size and 

velocity. Good correlations of the experimental and simulation 

results are observed, which confi rm the applicability of the developed 

simulation models for the simulation of the mixture formation in 

the engine. In the second part of the project, the spray and mixture 

behaviour as well as the combustion and emission formation in a 

single-cylinder medium speed engine is investigated. The ECMF-3Zcombustion-model 

has been applied for the simulations together 

with an advanced NOx-model and a new developed kinetic soot 

model. The complex combustion and emission generation processes 

are investigated experimentally at the WTZ Rosslau gGmbH. A single 

cylinder medium speed research engine is equipped with the same 

common rail injector as used at Rostock University. Optical 

measurements of fl ame temperatures and soot concentration inside 



the cylinder are done for several variations. Filter smoke numbers 

(FSN), particulates (mass, composition, size distribution) and 

gaseous emissions are measured giving insight into emission 

generation mechanisms. As smoke emissions during low loads are 

mainly caused by oxygen lack, those conditions were counted for by 

a reduced charge air pressure of the auxiliary blowers. To investigate 

parameters for smoke emission reduction, the infl uence of the rail 

pressure, the injection timing and multiple injections on the smoke 

reduction was analysed. Good agreement of calculated and measured 

incylinder pressure traces as well as pollutant formation trends 

could be observed for the investigated arameter variations. The 

combined numerical and experimental study shows the potential of 

further emission reductions by the use of the fl exible common-rail 

system. The developed coupled simulation method can improve the 

understanding of the infl uence of the nozzle fl ow conditions and 

the spray characteristics on combustion and emission behaviour. 

Predictive simulation of combustion and 

emissions in large diesel engines with 

multiple fuel injection 

G. Pirker, B. Losonczi, W. Fimml, A. Wimmer, 

F. Chmela, LEC - Large Engines Competencce Center, 

Austria 

Reliable simulation tools for preoptimization of the engine cycle are 

necessary in order to minimize the time and cost of development of 

a new engine and to fulfi l future requirements for performance, 

effi ciency and emissions. As the number of adjustable parameters in 

engine control continues to grow, an ever larger number of variants 

must be investigated when optimizing the entire system. 

Zerodimensional simulation processes with simple handling and 

short calculation times have proven to be advantageous. The shaping 

of the injection rate through multiple fuel injection has likewise 

proven to be an effective measure for reducing particulate emissions 

in large diesel engines, especially when using exhaust gas 

recirculation. Thus the reliable pre-calculation of combustion using 

different injection strategies is increasing in importance. A consistent 

simulation methodology describing the processes in internal 

combustion engines has been developed at the LEC in recent years. 

In this article, the continuing development of a combustion model 

for large diesel engines is presented with a special emphasis on the 

detailed modeling of the injection spray. An extended spray model 

succeeds in describing the mixing process for operating points with 

multiple fuel injection, which is a requirement for the prediction of 

burn rate and emissions. Exact knowledge of the injection parameters 

is essential as the basis for the burn rate calculation with multiple 

fuel injection in particular. To this end, a combined measuring 

system for determining the rate of injection, spray velocity and the 

amount of fuel injected has been developed at the LEC. 



Piston Engines – Wear & Monitoring 

Contact pressure and temperature 

prediction in a marine piston ring 

D. Grunditz, H. Pedersen, H.-G. Qvist, S. Grahn, 

Daros Piston Rings, Sweden 

A novel simulation method is proposed for predicting temperature 

fi eld and ring-liner contact pressure for a given top piston ring 

design and given engine operating conditions. The method employs 

AVL Excite to predict the blow-by gas fl ow rate and pressure difference 


79


over the top piston ring. Further, Ansys CFX is used for predicting 

the 3-dimensional gas fl ow fi eld past the top ring and the 

3-dimensional temperature fi eld in the top piston ring in a set of 

steady-state simulations at different engine crank angles. The timeaveraged, 

3-dimensional temperature fi eld in the top piston ring is 

then predicted through a weighted average over the various crank 

angles. Finally the circumferential ring-liner contact pressure is 

predicted through the Ansys Simulation package, taking into account 

the computed time-averaged, 3- dimensional temperature fi eld in 

the top piston ring. There are different design concepts for piston 

rings aiming to reduce thermal load and contact pressure variation. 

The above model was applied to compare a traditional straight-cut 

piston ring design against MAN Diesels’ Controlled Pressure Release 

(CPR) design for the K90MC large bore, low- speed marine diesel 

engine. The results show that the ring with the straight-cut opening 

is heated on the inside near the opening due to the blow-by gas 

fl ow. This generates a strong thermal gradient which in turn reduces 

the ring-liner contact pressure near the ring opening and creates 

hard contact at the opening. This effect is signifi cantly reduced for 

the CPR design since the blowbygas fl ow is then restricted to grooves 

resulting in a more even temperature fi eld and a more even ringliner 

contact pressure. The predicted 3-dimensional temperature fi eld 

was validated against piston-ring mounted thermo-plug 

measurements made by MAN Diesel for the CPR design. The 

simulation results were found to compare reasonably well with 

measured values. A set of hypothetical temperature fi elds were 

applied in Ansys Simulation in order to improve the understanding 

of factors affecting the ring-liner contact pressure. The results show 

that the most important factor is the temperature difference between 

the inside and the outside of the ring. The average temperature of 

the piston ring was found to be of minor importance to the ringliner 

contact pressure. 

Cylinder condition analysis in relation to 

large bore engines 

J. W. Fogh, C. L. Felter, MAN Diesel & Turbo SE, 

Denmark 

The present design of piston ring packs and cylinder liners is a result 

of an ongoing development driven by environmental regulations, 

reliability issues and operating costs of our two-stroke engines. The 

use of low sulphur fuels, now a reality in several SECA areas, an 

increasing demand from shipowners to be able to operate the 

engines without major overhauls between dockings and the cost of 

lube oil are some of the elements which have led to the present 

piston ring pack design, maintaining the good cylinder condition 

for our two-stroke engines. This paper is focused on the development 

of the piston ring pack. The design and performance of the latest 

piston ring confi guration for our large bore engines will be discussed. 

A short description of the development of the other components 

relating to cylinder condition will also be given. A general description 

of the service experience over the years will be given. The conclusion 

which can be drawn from this service experience is used to motivate 

the introduction of Ceramic coating (Cermet) on the top and fourth 

ring in the standard ring pack. Different designs of the piston ring 

pack are correlated to service experience with a view on reliability. 

An analysis of the oil fi lm thickness, pressures and asperity contact 

has been carried out using our in-house piston ring programme 

showing the performance of piston ring/liner contact. The theoretical 

results are compared with the results from the service experience. 

Furthermore, tribological tests of different piston ring designs have 

been carried out, using a novel test rig and test procedure for 

evaluating piston ring/cylinder liner contact. The results from these 

tests are compared with service experience and simulation results 

from our in-house piston ring programme. The main conclusion 


from this work is that the introduction of Cermet coating on the top 

and forth piston rings is in fact supported by service experience as 

well as by the theoretical simulation results and the test rig results.. 

Development of bearing wear monitoring 

system using automatic calibration 

technique, B-WACS 

J. K. Kim, U. Duk Hyung, K. Sok Ha, K. Sang Jin, 

Doosan Engine, Korea 

In this paper, bearing wear monitoring system (BWMS) that detects 

abnormal wear in power train bearings of marine diesel engines is 

developed based on automatic calibration technique. BWMS 

provides continuous measurement of bearing wear status from the 

power train bearings consists of three bearings such as main bearing, 

crank-pin bearing and crosshead bearing. The primary aim of BWMS 

is to detect a bearing failure before it develops to an extent where 

heat is causing damage to other parts than the bearing shell. The 

working principle of BWMS is based on the fact that any change in 

bearing wall thickness in the loaded part of one of these bearings 

will result in a corresponding change of bottom dead center level of 

one or more of the crossheads relative to the engine structure. 

Doosan BWMS, B-WACS(bearing warning and control system), is 

consists of signal capture unit (SCU), signal analysis unit (SAU) and 

date monitoring unit (DMU). The SCU is the processing unit for 

sensing distance data from inductive proximity sensor and fi nding 

BDC distance and sending data to SAU that analyzes the data from 

SCUs and determines the wear status. DMU shows bearing wear 

status in real time and other information such as wear data trend, 

system status, alarm status and temperature ets. 

In this paper, for achieving high accuracy of SCU, the automatic 

calibration technique is proposed. The idea of automatic calibration 

technique is compensating contactless sensor value with regards to 

temperature and precision laser distance sensor at once. It can realize 

the accuracy of SCU up to ±5μm. 

Development of a new evaluation method 

for the infl uences of catalyst fi nes on 

abrasive wears of marine diesel engines 

burning heavy fuel oil 

T. Yamada, H. Ukai, 

T. Fujii, Diesel United, Japan 

Catalyst fi nes in the marine heavy fuel oil may cause abrasive wear 

in the engines. In order to prevent problems resulting from use of so 

called FCC (Fluid Catalytic Cracking) fuel, content of catalyst fi nes 

must be put under control during whole process from refi nery to 

the ship. For this purpose, as a practical solution to represent the 

main components Al 2 O 3 and SiO 2 , quantitative analysis of Al 

(Aluminum) and Si (Silicon) by ICP (Inductively Coupled Plasma) 

method is generally adopted. The upper limit of Al + Si content in 

the fuel is specifi ed by engine makers and DU (Diesel United, Ltd.) 

specifi es 15 ppm at engine inlet. Our fi eld experiences show 

correlation between wear fi gures and Al + Si content in the fuel, 

however, with some exceptions. There are cases of high abrasive 

wear even with low Al + Si content. On the contrary, there are cases 

of normal wear with higher Al + Si content than our specifi cation. 

Investigations have been conducted to make clear why exceptional 

cases happen and our attention was focused to catalyst fi nes particle 

size distribution in the fuel. Meantime, attempts to develop a new 

evaluation method for the infl uence of catalyst fi nes on abrasive 

wears have been made. The new evaluation method being developed 

consists of two steps. The fi rst step is to produce worn particles by



sliding a couple of cast iron pieces in a test tube fi lled with sample 

HFO. The second step isto measure the iron content in the sample 

HFO by iron particle density sensor. Investigations whether the 

measured iron content can be used as the index to show degree of 

risk for abrasive wear in the engine have brought the following 

useful ideas to understand why exceptions happen. 

- Worn particle size distribution correlates with catalyst fi nes 

particle size distribution in the sample HFO. 

- In case large size catalyst fi nes (say 20μm) exist in the sample 

HFO, even if Al + Si content is low, measured worn particle size is 

high. This gives an idea why abrasive wear with low Al + Si fuel 

happens. 

- In case of higher Al+ Si content than our limit (15 ppm) by ICP 

method but the measured worn particle is low (low wear), the size 

of catalyst fi nes particle distributes smaller side. 

- Tests with fuels caused abrasive wear in engines in service showed 

higher measured worn particles than the fuel without problem. 

The above results show that not only the quantity but also the size 

of catalyst fi nes in the fuel is an important factor to evaluate the 

risk of abrasive wear on the sliding components of marine diesel 

engines. 

The new method we are developing is simple, and easy to evaluate 

risk of abrasive wear before the fuel is used. We believe the new 

evaluation method, together with the conventional method with Al 

+ Si content, will help preventing abrasive wears in marine diesel 

engines. 

Further development and application 

of MWH CrystalCoat: a mineral-metal, 

multi-phase coating to protect 

highly-loaded engine components against 

hot-corrosion 

R. Stanglmaier, Märkisches Werk GmbH, 

Germany 

A large fraction of marine and stationary engines operate on fuels 

that contain corrosive elements, with the result that some highlyloaded 

combustion chamber components, must be replaced 

frequently due to hot-corrosion. Most of the time, the exhaust valves 

for these engines must be manufacturedfrom expensive super-alloys, 

but even such valves suffer from hot-corrosion in highly-loaded 

engines. Since base materials with even higher resistance to hot 

corrosion are generally not available, or are extremely expensive in 

the cases where they are, MWH has pioneered the development of 

mineral-metal, multi-phase coatings for protecting highly-loaded 

engine components against hot-corrosion. Mineral-metal, multiphase 

coatings are a unique and innovative approach to improving 

hot-corrosion resistance in a cost-effective manner. In general, these 

coatings combine the benefi cial chemical and thermal attributes of 

ceramic coatings with the mechanical properties and substrate 

adhesion characteristics of a metal. Mineral-metal coatings are very 

durable and highly resistant to hot-corrosion, which makes them 

ideally suited to the harsh environment encountered within the 

combustion chambers of internal combustion engines. MWH 

initiated the development of its fi rst 2-phase mineral-metal coating 

system in 2004. Results of laboratory investigations and initial fi eld 

tests for this 2-phase coating were presented at the 2007 CIMAC 

conference in Vienna. Since then, MWH has further developed its 

mineral-metal coating technology and produced a 3-phase coating 

system with increased resistance to hot corrosion at elevated 

temperatures. The 3-phase coating system (MWH CrystalCoat) has 

been tested extensively in and outside of the laboratory and reached 

the industrialization stage, so that engine components coated with 

MWH CrystalCoat are now produced commercially. This paper 



describes the development of MWH CrystalCoat from initial 

concept, laboratory investigations, industrialization, and up through 

commercial application. The results of various fi eld tests, as well as 

the initial series products are also presented and discussed. Finally, 

future development opportunities and further refi nement of 

mineral-metal, multi-phase coatings for special applications is 

discussed. 



Session 2 

Effect of intake channel design to cylinder 

charge and initial swirl 

A. Eero, TKK, Finland 

Optimization of intake port shape in 

a DI diesel engine using CFD fl ow 

simulation 

J. Kheyrollahi, DESA, Iran 

Session 3 

NOx formation simulation and NOx 

emission reduction in a marine diesel 

engine 

S. Zhou, Y. Zhu, Harbin Engineering University, 

P.R. of China, 

P. Zhou, University of Strathclyde, UK 

Numerical simulation of a new dual fuel 

(diesel-gas) D87 engine with multidimensional 

CFD model 

A. Gharehghani, M. Ghanbari, M. Mirsalim, 

S. A. Jazayeri, Iran Heavy Diesel Engine Mfg. (DESA), 

Iran 

Computational study of fl ow and 

combustion in a large marine diesel engine 

operating with heavy fuel oil 

C. Chryssakis, K. Pantazis, L. Kaiktsis, NTUA, 

Greece 

Characterising heat release in a diesel 

engine: A comparison between Seiliger 

process and Vibe model 

Y. Ding, D. Stapersma, H. Grimmelius, 

Technology University of Delft, 

The Netherlands, 

H. Knoll, Netherlands Defence Academy, 



81


Application of a SCRT system at modular 

power plant based on ‘On Road’ 

technology 

M. Himmen, I. Zirkwa, F. Kunz, HJS, Germany 

J. M. Lippert, HummelEnergie Systeme, Germany 

Session 5 

Introduction of Doosan water in oil 

monitoring system, O-WACS 

K. -T. Hong, J. -S. Park, M. -C. Park, S. -J. Kim, 

Doosan Engine, Korea 

New Mahle innovative steel piston 

designs for high performance gas 

engines 

T. Estrum, Mahle GmbH, Germany 

Session 11 

PID controller auto-tuning for ship power 

plant simulation system 

F.E.I. Jingzhou, Harbin Engineering University, 

China 

Inclusion rating of clean steels: A study 

on role of steel cleanliness on fatigue 

performance of forged steel components 

used in marine propulsion 

K.Y Sastry, J. O. Nokleby, Det Norske Veritas AS, 

Norway, 

M. Hekkanen, M. Jarl, Oerebro University, 

Sweden 

The integration of mean value fi rst 

principle diesel engine models in 

dynamic waste heat and cooling load 

analysis 

H. Grimmelius, H. Nicolai, Delft University of 

Technology, The Netherlands, 

D. Stapersma, Netherlands Defence Academy, 





Operation & Field Experience 

Scavenge performance monitoring 

system for Wärtsilä two-stroke engines 

S. Nanda, Wärtsilä Switzerland, Switzerland 

In the last couple of decades the power output from slow speed 

diesel engines has increased steadily to meet the high propulsive 


power demands. The major challenge in the development process 

has been to maintain an optimum trade off between specifi c fuel 

oil consumption and nitrogen oxides emission levels to meet the 

present IMO Tier I levels and future Tier II levels. One of the incylinder 

measures used to control nitrogen oxides emission is 

internal exhaust gas re-circulation which lowers the maximum 

cycle temperature by controlling the rate of heat release. Such 

advances in thermodynamics of diesel engine technology has 

been possible with the use of analytical tools such as 

Computational Fluid Dynamics and it is now essential to develop 

monitoring techniques that will be able to predict its performance 

and identify faults. The most common parameters used to 

monitor the thermodynamic performance of an engine are 

pressure and temperature at various points on the cycle. Cylinder 

pressure monitoring when used with a light spring version gives 

insight into the gas exchange process. However, this technique 

can fail to indicate certain faults in the thermodynamic process as 

it relies only on pressure measurement which is a function of 

temperature and has its limitations when it comes to monitoring 

present day diesel engines operating with lower trapped air to 

fuel ratio. When operating closer to stochiometric conditions, 

dissociation takes place which reduces the cycle temperature. The 

strong infl uence of dissociation results in negligible change of 

cycle temperature compared to appreciable changes in air to fuel 

ratio. Therefore, signifi cant pressure changes are not observed 

when operating close to stochiometric conditions. This 

highlighted the need to develop a monitoring technique that 

could predict the trapped air to fuel ratio of individual cylinders. 

Flame visualisation tests were made to understand the the 

relationship between fl ame size and air fuel ratio, and it was 

concluded that measurement of oxygen concentration in the gas 

leaving the cylinder during the blowdown and scavenging process 

could act as a good indicator of combustion quality and scavenge 

performance. The measurement of oxygen concentration in 

engine exhaust is widely used in the automotive industry on 

spark ignition gasoline engine for fuel regulation and is commonly 

known as the ‘Lambda sensor’. These sensor types are typically 

only capable of measuring oxygen concentrations in a narrow 

band around stochiometric conditions and are not suitable for 

use on compression ignition diesel engines which operate with a 

high excess air ratio. A cheap and reliable lambda sensor capable 

of measuring such a wide band of oxygen concentration from 

zero to ambient air was made available in the market three years 

ago. The sensor is active only during the period when there is a 

fl ow in the duct. Oxygen concentration signals are recorded in 

the time or crank angle domain against the exhaust valve open/ 

close and stroke signal. The profi le of the oxygen trace and values 

measured at the point of infl exion or at the instant the fl ow from 

the cylinder stops gives an indication of the combustion quality 

and the scavenging process from individual cylinders. The 

scavenge performance monitoring system has been successful in 

identifying faults that was not possible with cylinder pressure 

monitoring. 

Goal based standards in verifi cation of 

ship machinery 

E. Brodin, J. O. Nokleby, H. B. Karlsen, Det Norske 

Veritas, Norway 

This paper proposes to move the maritime industry towards a 

function based set of regulations, rules and standards. The 

intention is to take a holistic view at new designs in order to 

create a safe vessel by introducing an overall set of defi nitions 

and requirements to predefi ned main functions. Main functions 

are those functions being of vital importance for the safety of a


Tuesday, 15 June Wednesday, 16 June 

vessel; such as propulsion, steering and power generation. By 

introducing a function based set of rules, newdesigns and new 

technology will be met by a technology neutral safety regime 

allowing for innovation to take place within a controlled and 

uniform verifi cation scheme. The use of new technology and 

new designs is a continuous process within the maritime 

industry, and establishing the overall requirements to a vessel 

will also contribute to a common safety level for all technologies 

used and thus in a better way ensure that the safety regime is 

not favoring one or more technologies. Det Norske Veritas is in 

the forefront of this change towards a function based regime 

and this paper will give a short look into how this may be 

implemented. 

An integrated modelling 

framework for the design, 

operation and control of 

marine energy systems 

G. G. Dimopoulos, N. M. P. 

Kakalis, Det Norske Veritas, 

Greece 

Rapidly varying fuel costs, environmental 

concerns and forthcoming emissions 

regulations impose a pressure on ships to 

operate in a more effi cient, cost-effective 

and environmentally friendly way. The 

propulsion power and energy producing 

onboard installation– i.e. the marine 

energy system – is the main contributor 

to the overall cost-effectiveness, emissions 

footprint and effi ciency of the vessel. To 

meet those stringent and often 

contradicting requirements, the 

sophistication and, hence, complexity of 

modern marine energy systems increases, 

while operating frequently at extreme 

conditions and close to the design limit. 

The challenge of making both existing 

and new marine energy systems more 

energy effi cient and environmentally 

friendly imposes a need for new 

approaches for system confi guration, 

design, operation and control that are 

able to consider the energy production 

and conversion onboard ships (fuel, 

mechanical, electrical, thermal) in an 

integrated manner. At the same time, 

simultaneous assessment of performance, 

safety, and reliability of marine systems, 

especially under real service conditions 

and transient operation modes are 

becoming increasingly important for 

both ship-owners and classifi cation 

societies. To date, however, there is no 

formal methodological framework to 

cover the aforementioned needs in a 

holistic way. In this paper we present a 

novel approach for integrated dynamic 

process modelling and simulation of 

marine energy systems. Our methodology 

is based on the mathematical modelling 

of the dynamic thermofl uid behaviour of 

components including energy conversion 

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and rotating machinery such as heat exchangers, evaporators, 

compressors, turbochargers, pumps, valves, pipes, etc. The 

component process models are generic, reconfi gurable, suitable 

for different types of studies and valid for a wide range of 

operating conditions. Then, following a hierarchical 

decomposition approach the lower-level component models are 

used to synthesise higher level subsystems and, in turn, complete 

energy systems. Experimental or service data are used for model 

verifi cation and validation. The models are implemented in state 

of the art process modelling tools, where they are coupled with 

representations of operational scenarios/ profi les. In that manner 

we are able to perform a variety of model-based studies and 

applications like steady-state and dynamic simulation, design, 

optimisation and control of user-defi ned energy system 

confi gurations under realistic service conditions. The developed 

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fuel injection technology 

With its pioneering achievements in injection technology, L’Orange has again and 

again met the most demanding challenges, setting milestones in the history of 

technology. As a leading supplier of injection systems in the off-highway segment, 

we contribute to our customers’ success with innovative technology and efficient 

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83 

PQ 4/2010


modelling framework aims at providing model-based decision 

support on: a) energy and emissions optimal design of onboard 

machinery, b) performance evaluation under real-service 

dynamic conditions for the whole mission envelope of the 

system, and c) assessment of the potential and operational 

capabilities of innovative designs. The main benefi t from this 

holistic approach is that the steady-state design characteristics, 

off-design operational modes and dynamic/transient behaviour 

can be simultaneously assessed and/or optimised in a unifi ed 

and consistent modelling framework. The presented approach 

can signifi cantly aid the design process for new systems as well 

as the energy management, performance prognosis, and control 

optimisation and reconfi guration for existing vessels. The main 

characteristics and benefi ts of our methodology are illustrated 

via the dynamic modelling of a marine combined cycle system. 

Field experiences and opportunities of 

modern measurement techniques 

T. Philipp, Geislinger GmbH, Austria 

Condition monitoring plays an important role in modern 

drivelines with combustion engines in order to gain operational 

safety, to expand overhaul periods or to detect abnormal 

operating conditions. Torsional vibration measurement/ 

monitoring is a well known and wide spread instrument to 

supervise the vibratory behaviour of a certain element (e.g. 

torsional vibration damper, torsional elastic coupling) or of the 

complete driveline. The Geislinger Monitoring System (GMS) 

was originally invented as a monitoring device for dampers and 

couplings in combustion engines. Its main goal was – and it 

still is today – the monitoring of the damper vibratory twist 

angle, mounted on the free end of the engine. The on-line 

comparison with reference-data gives direct feedback to the 

operator of the installation. It shows the current condition of 

the damper or coupling which allows not only a direct 

judgement regarding the current situation but also indicates the 

necessity of an overhaul. The GMS has proven its appropriateness 

in hundreds of installations, mainly on two-stroke marine 

applications. NowadAys the GMS is not only used as a 

monitoring device for couplings and dampers but as a 

monitoring and measurement tool for all kinds of vibratory 

aspects in drivelines: The detection of engine misfi ring based on 

the vibratory behaviour is signifi cantely faster than the widley 

used observation of the exhaust temperatures. In future 

applications the t.d.c.-signa of electronically controlled engines 

can be used to offer not only a faster but also a detailed 

information on which cylinder the misfi ring takes place. 

Theoretically even the detection of engine unbalance is possible 

using the same computational approach. A further enhancement 

on the capabilities of the GMS is the power-monitoring based 

on twist angle measurement. It allows the optimization of fuel 

consumption with minimized cost and installation effort 

compared to other power-meter solutions. Its effectiveness was 

already proven by various installations in wo-stroke and fourstroke 

applications. In critical installations the GMS can also be 

used as a long-term-measurement device with data storage. This 

feature allows the detection of stochastic and irregular load 

conditions as a part of failure investigations. A typical example 

are reciprocating compressor sets driven by combustion engines. 

These applications pass through various and sometimes 

unknown load conditions which makes a proper pre-calculation 

diffi cult. Long-term-measurements help to understand the 

special behaviour of these installations in order to select best 

matching and long lasting products and solutions. This paper 

describes the various monitoring and measurement possibilities 


of the GMS and possible future applications as a powerful tool 

for torsional vibration related problems. 



Diesel Engines – Fuels I 

A step to reduce SOx emission from ships 

– improvement in combustion of higharomatic 

and low-sulfur distillate fuel 

K. Takasaki, K. Okazaki, D. Yamanishi, Kyushu 


K. Sugiura, Mitsui Engineering and Shipbuilding 


S. Baba, H. Tanaka, Hitachi Zosen Corporation, 

Japan 

New regulations of the International Maritime Organization 

(IMO), introducing drastic reductions in fuel sulfur content, allow 

0.1% sulfur in fuels used in emission control areas (ECA), starting 

from 2015. Together with the worldwide situation of decreasing 

fuel resources the introduction of alternative fuels complying 

with future regulations displays an important research these days. 

Light Cycle Oil (LCO) also referred to as “Cracked gas oil”, a subproduct 

from the FCC process in refi ning, has the potential to be 

used as an alternative for current marine fuels. Due to the 

desulfurization in the FCC process, LCO reaches a low sulfur 

content of 0 to 0.2%. However, LCO shows a high content of 

aromatic hydrocarbons, mainly composed of one and/or two ring 

aromatics. As the number of fused benzene rings is rather low, 

LCO has a low and comparable viscosity to gas oil. The high 

aromaticity of LCO, 70-80%, results in a strong deterioration of 

the ignition and combustion properties of the fuel. Therefore 

experimental investigation showing the infl uence of LCO on the 

overall combustion characteristics is necessary in order to 

elaborate the feasibility of LCO as a low sulfur fuel. Experiments 

have been carried out in the following order: 

1. Properties including the aromaticity of several LCO samples 

from Japanese oil refi neries have been investigated. Their ignition 

quality has also been examined using the well known constant 

volume analyzer FCA (Fuel Combustion Analyzer). The results 

confi rmed that recent LCO samples dating from the last four years 

show signifi cantly poorer ignition quality compared to samples 

taken more than ten years ago. 

2. Selecting a LCO sample of average fuel quality, combustion 

characteristics have been investigated in detail, using a specially 

designed visual test engine (bore/stroke: 190/350 mm, engine 

speed: 400 rpm). Investigation of the fl ame images clearly 

confi rmed that the application of LCO leads to longer ignition 

delay, longer after-burning and longer spray/fl ame burnup length 

compared to MDO (Marine Diesel Oil) combustion. 

3. Selecting another LCO sample of relatively good quality, 

running tests, using a full-size single-cylinder low-speed test 

engine (bore/stroke: 400/1350 mm, engine speed: 178 rpm), 

have been carried out. The application of LCO in low speed 

engines could not clearly indicate a difference in ignition quality 

compared to the use of MDO. However the deterioration in 

combustion quality due to LCO application could be detected by 

analyzing the exhaust gas data. 

4. Unlike the case of low speed engines, LCO could have severe 

infl uence on medium or high-speed engines, considering not 

only the engine speed but also the combustion chamber size. The 

same LCO sample as in 3. has been tested using a high-speed 

turbo-charged 4-stroke marine engine (bore/stroke: 110/125 mm,



engine speed: 2400 rpm). As the high aromaticity of LCO might 

tend to promote PM (Particulate Matter) emission in the exhaust 

gas, PM and SOF (Soluble Organic Fraction) emission data have 

been precisely measured by a dilution tunnel system. 

During the test, pure LCO could not be burned at low load because 

of the severe diesel-knock caused by the long ignition delay and 

has therefore been blended to gas oil (for automobile use) with 

a varying percentage of 40 to 80%. The results indicate that LCO 

blending leads to drastically increased PM emission (especially 

SOF, unburned hydrocarbons). 

5. Especially for medium and high-speed engines, the long 

ignition delay, long after-burning and long fl ame-length of LCO 

combustion could result in trouble for the piston ring and cylinder 

liner causing the dry-out of the lubricating oil fi lm. 

Using the visual test engine of 2., some measures to avoid such 

problems have been investigated. It has been demonstrated that a 

pilot injection as an application of EFI (Electronically controlled 

Fuel Injection system) can be used to reduce the afterburning near 

the cylinder liner wall. In conclusion, pure application of LCO 

to highspeed engines seems to be unfeasible for all tested LCO 

samples. At present stage, continuous running tests by a medium-speed 

engine with 200-300 mm bore and engine speed of 

750-1200 rpm are missing. Furthermore, additional experiments 

of worst grade LCO combustion in low-speed engines should be 

carried out. Consequently the lowest grade of LCO applicable 

for medium-speed 4-stroke engines and for lowspeed 2-stroke 

engines need to be verifi ed by carrying out further studies until 

2015, when IMO regulation in ECA will actually start. 

Ignition and combustion properties of 

marine muels, potential problems and 

challenges. Will current and revised fuel 

specifi cations be able to ensure ignition 

and combustion characteristics will be 

adequately addressed? 

D. O. Halle, J. Stirling, A. Strom, DNV Petroleum 

Services, Norway, 

J. K. Paulsen, Canima Services AS, Norway 

Increasing use of low viscous, low sulphur blending components 

in order to meet commercial specifi cations and requirements for 

marine heavy fuel, seems to have made an adverse impact on 

ignition and combustion properties of HFO. The paper presents 

recent fi ndings and research results related to ignition and 

combustion properties of HFO and MDO fuels. The fi ndings are 

based on extensive laboratory research and development as well 

as ship board experience from practical operations. In addition to 

the CCAI parameter, a standardized method for measuring actual 

ignition and combustion properties is now available (IP541). The 

project documents the limited global correlation between CCAI 

and actual ignition properties expressed by the Estimated Cetane 

Number (ECN) which is one of the parameters from IP541 

combustion testing. An alternative screening method has been 

developed based on CCAI in combination with other easily 

available (low cost) analytical parameters like C, H and N. The 

screening method can be used to increase detection rate of 

potential problem fuels based on recommendations of ECN limit 

values from leading engine manufacturers. The method can be 

used to identify fuel samples that should be subject to further 

analysis by IP541 test method in order to verify the actual ECN 

values and avoid use of potential problem fuels onboard the 

ships. An extensive laboratory test program of Marine Distillate 

Fuels (DMA, DMB, DMC) has been conducted in order to get an 

overview of actual ignition and combustion quality of distillate 


fuels on the market. The results shows large variations, and 

indicates that current fuel specifi cations do not seem to secure 

consistent levels of ignition and combustion properties of marine 

distillate fuels. The paper questions whether increasing demand 

for distillate fuels may have an adverse impact on ignition and 

combustion quality also for these fuels supplied to ships in the 

future. 

Optical Combustion Analyzer (OCA) for 

evaluation of combustion characteristics 

of bunker fuel oils 

E. Tomita, A. Yamaguchi, T. Takeuchi, Okayama 


Y. Yamamoto, K. Morinaka, Eiwa-Giken, Co. Ltd., 

Japan 

Recently, two-stroke diesel engines with low-grade heavy oil have 

been used from the point of economical view because of high 

thermal effi ciency and cheapness of the fuel price. However, some 

marine diesel engines have been damaged due to less lubricant oil 

that leads to abnormal abrasion of the piston ring and the cylinder 

liner of the engine. There are many factors that affect scuffi ng of 

the piston rings and cylinder liners. Because of the complexity and 

diffi culties, however, no one can predict scuffi ng. On the other 

hand, nowadays, how to produce distillate and residual oils 

changes because of increase in demand of distillate oils. Therefore, 

the quality of the bunker fuel oil has become worse. It is said that 

CCAI value sometimes does not predict the ignitibility and there 

may be a link between scuffi ng and combustibility or after-burning 

of fuel. We have developed a constant-volume vessel and introduced 

in CIMAC 2004, ISME Tokyo 2005 and CIMAC 2007. In this paper, 

a constant-volume vessel was newly designed. It has only one long 

window and three photo-sensors at the opposite side of the 

window. Bunker fuel oils of many samples from 2007 till 2009, 

which were used in two-stroke cycle engines, were analyzed. This 

Optical Combustion Analyzer (OCA) system has several features: 

(1) visualization of transient spray fl ame; (2) excellent repeatability 

of experimental condition and sharp open and close movements 

of the injector; (3) variable conditions of ambient temperature 

and pressure; (4) control of the processes with a computer; (5) 

compact size of the experimental apparatus; (6) very short 

experimental time per one sample. A high-speed color camera, 

three photo-sensors as well as pressure history for analyzing rate of 

heat release were used to analyze the combustion characteristics. 

The viscosity of the fuel injected was set to 18 cSt. In this study, 

ignitibility, combustibility and afterburning were investigated. In 

particular, typical four samples were selected to compare the 

combustion characteristics. The ignitibility is one of the most 

important characteristics for diesel engine. Ignition delay was 

analyzed with photo-sensors and converted to OCA-CN (Cetane 

Number), which was compared to ECN value obtained with FCA. 

The combustibility was obtained to analyze the expansion rate of 

area of fl ame image just after the ignition. The after-burning was 

also obtained from image processing of equalizing. The criteria of 

distinguishing bad fuel from bunker fuel oils were discussed with 

analyzing ignitibility, combustibility and after-burning 

characteristics. In the present stage, the only way is to investigate 

the spray combustion itself. Further research should be needed to 

identify the fuel combustibility from the analysis of fuel properties 

in the future. The experimental conditions in this system are not 

the same as in engines. However, it is considered that this 

equipment is not a simulator but a detector. Then, this new OCA 

is considered to be an ideal equipment for testing ignitibility, 

combustibility and after-burning of bunker fuel oil by analyzing 

optical combustion characteristics. 


85


Investigating the ignition properties 

of marine fuels by the Fuel Ignition Analyser 

and its comparison to marine engines 

P. de Hoog, K. Steernberg, Shell, The Netherlands, S. 

Forget, Shell, UK 

The manufacturing of marine fuels is facing increasing challenges as 

the result of tightening environmental legislation relating to 

emissions from shipping. This will affect fuel quality, mostly by the 

increasing demand for low sulphur fuels. At the same time the 

increasing demand for middle distillates for transport application, 

leads refi neries to increased conversion, which normally impacts the 

volume and quality of heavy fuel oil. Properties particularly affected 

are stability and the ignition and combustion qualities. Poor ignition 

and combustion may result in unreliable engine operation. For that 

reason, consideration is being given to the inclusion of some form of 

ignition/combustion control in the international marine fuels 

standard, ISO 8217, namely the Shell developed Calculated Carbon 

Aromaticity Index (CCAI) value, which has been widely applied 

already as indicator of ignition quality. Another IP method to 

measure ignition quality, namely the Estimated Cetane Number 

(ECN) measured by Fuel Ignition Analyzer (FIA) is currently being 

considered for next versions. When new techniques are accepted for 

specifi cation purposes it is important that these tests measure 

fundamental properties and have been subjected to a robust review 

process, so that a sound scientifi c basis is available that demonstrates 

the relationship to fuel performance and mitigates the risk of product 

quality incidents. First results of the evaluation of the FIA ECN by 

Shell Global Solutions have been presented at the CIMAC 2007 

congress.[1] As results were not conclusive, research in this area was 

continued with the purpose of further improving our knowledge of 

fuel oil ignition quality and better understanding the possibilities 

and limitations of FIA ECN. This additional work will be reviewed in 

this paper. The profound understanding of the infl uence of fuel 

composition on the ignition quality has been one of the main 

elements of the programme. Fit for purpose fuel is a key ingredient 

to have a trouble-free operation on a vessel. For that reason, the FIA 

ECN of a variety of refi nery residual components was compared and 

related to the effect on the ignition quality of the fi nal fuel oil. It was 

found that not all blending components can be measured directly 

with the FIA due to viscosity constraints of the method and that 

some blending components may show nonlinear blending relations. 

Therefore, it is not straightforward to blend to a certain ECN 

specifi cation and it will increase complexity and costs. The second 

element is the infl uence of FIA test parameters on the FIA ECN. The 

FIA ECN is measured at a standard temperature and pressure, which 

is required for comparison of fuel samples. However, engines run 

normally at different temperatures and pressures, therefore several 

fuel oil samples have been measured at the standard FIA conditions 

and with varying FIA test parameters in order to identify the infl uence 

of those parameters on the ECN. The relative ranking of the fuel oil 

samples is also reviewed. It was shown that the temperature can 

change the magnitude of the ECN differences between the fuels. This 

indicates that a single FIA ECN limit might not be a good indication 

of ignition quality for different engines that operate at changing 

conditions. Ultimately, the ECN should provide a result that could 

be used to predict reliable ignition and combustion performance in 

diesel engines with a high degree of confi dence. Therefore, the ECN 

of several fuel oils are related to the ignition data from 2- and 4-stroke 

engines, namely the AVL Caterpillar 1Y540 and the Bolnes 3(1) DNL 

170/600 research engines at Shell and the Wärtsilä 4RT-fl ex58TB 

research engine. The ranking of the ignition quality of the fuel oil 

samples in the three engines and the ECN will be compared in the 

paper. The experience that has been gained so far indicates that a 

single ECN limit cannot be used for specifi cation purposes. The 


range of engines and operating conditions is too large to describe the 

ignition performance with a single limit. It might be that one ECN 

limit will be ideal for one group of engines, but may be too low for 

another group of engines resulting in operating problems. 



Piston Engines – Mechanics II 

Stability of controlling operation inputs 

over inlet air conditions of turbocharged 

compression-ignition engines 

G. Chen, Gannon University, USA 

This paper investigates the operation stability and ultimate responses 

of turbo-charged compression-ignition engines as engine operation 

inputs are controlled over engine ambient and/or inlet air conditions. 

The in-cylinder combustion and output performances of an engine 

of this type are generally affected by its ambient, inlet and cylinder 

intake air conditions. The effects are extendedly analyzed and 

summarized. In consideration that an operation input, such as fuel 

injection/combustion-start timing, can be adjusted to alter the 

engine in-cylinder combustion and outputs over the ambient or inlet 

air condition that may usually vary, the stability of engine operation 

and conditions for maintaining a stable operation, as an operation 

input is under adjustment, are studied and analytically predicted. 

The study addresses various cases in which different options for 

taking an engine inlet and/or intake manifold air condition to 

execute the control are considered. Then, the consequent effects of 

adjusting the operation input and engine ultimate responses over 

the inlet/intake conditions are investigated. The criteria for achieving 

a stable operation and the ultimate state of operation of the engine 

with the optional cases are also identifi ed. 

Full cyclic simulation and fatigue design of 

conrod and crankshaft for medium-speed 

diesel engine 

J. H. Lee, S. C. An, K. H. Jung, J. H. Son, J. G. Bae, 

Hyundai Heavy Industries Co., Ltd., Korea 

Durability design of the crankshaft for marine diesel engines is not 

easy because a dynamic load acting on the crankshaft is combination 

of bending moment and torque and its magnitude and direction 

continuously vary in every time. It is necessary to understand a nonproportional 

loading of bending moment and torque as well as 

multi-axial fatigue theory. In a practical point of view, IACS M53 

guideline is popularly used and if necessary, additionally simple FE 

method is applied in order to evaluation the fatigue strength more 

conservatively. However, a basic assumption to combine bending 

stress and shear stress in IACS M53 is different from a real stress 

history of crankshaft. The variation of inertia and pressure force in 

fatigue analysis of the conrod is generally taken into consideration. 

Since a weak point of the conrod and effective loading on fatigue 

damage is different relatively, the fatigue strength of the conrod 

should be evaluated based on not the load variation but the stress 

history. The local and global oil fi lm pressure distribution is very 

important for optimum design of conrod and is resulted from the 

elasto-hydrodynamic bearing analysis. In this study, the durability 

design and verifi cation of the crankshaft and conrod was carried out 

based on the full cycle simulation during one cycle that is an analysis 

technique to consider the time-varying forces and moments in one 

cycle. In case of the crankshaft, the radial force and tangential force 

on the crank pin were calculated and also an alternating torque



predicted by the torsional vibration calculation was considered 

during one cycle. The whole time step was divided by 72 steps and a 

combined stress in every step was calculated. Fatigue safety was 

calculated at the crank pin fi llet, journal fi llet and oil hole and a 

critical damaged plane at each location was found by the FE analysis 

using the stress gradient method. In case of analysis for the conrod, 

the bearing force with more realistic oil fi lm pressure was applied to 

FE model. Based on the multistep analysis that the assembly 

procedure is taken into consideration, the effective force and stress of 

several weak points on fatigue damage were identifi ed and fatigue 

strength was evaluated. 

Vibration characteristics of a V20 medium 

speed gas engine – simulation and 

measurement 

R. Nordrik, H. Solbakken, Rolls-Royce Marine AS, 

Norway 

The paper describes the strategy for selection of ignition sequence for 

a multicylinder V20 engine. The optimum choice is a compromise 

between several parameters, among these are: free mass forces and 

moments, inner bending moments, guide force and main bearing 

force distribution. Torsional, axial and bending behaviour of the 

driveline system is important as well as the vibration response of the 

engine structure. Modern tools like Multi Body Simulation give 

valuable insight into the dynamic behaviour of an engine. To make 

proper use of this tool it is however necessaryto correlate the results 

with measurements. The MBS model is an assembly of individual 

FE-models coupled together with bolts, elastic elements, bearings, 

couplings etc. The characteristics of these couplings have large 

infl uence on the dynamic behaviour of the total system. In order to 

get good simulation results the model need to be tuned by measured 

values from an actual engine test. The paper discusses results from a 

fullscale test of a V20 engine genset and how this infl uence the MBS 

model setup and vibration results. It is demonstrated how the 

vibration level can be changed by introducing a number of different 

measures. 

A single-phase fl ow model based on void 

fraction for boiling heat transfer calculation 

in cylinder head 

Xincai Li, Shanghai Jiaotong University, Z. Chen, 

Shanghai Marine Diesel Engine Research Institute, 

P.R. China 

Aiming at the heat-transfer phenomenon of sub-cooled boiling in 

cooling water jacket of engine, a new computational model of boiling 

heat transfer which is based on single-phase fl ow is presented 

and established by means of the concept of void fraction (the percentage 

of vapor in unit volume). The model is based on the assumption 

that vapor and liquid are homogeneously mixed in the 

boiling liquid. Therefore, the fl uid is considered as a single-phase 

fl ow in which gas and fl uid are mixed homogeneously, and it can be 

solved by the single-phase equation and model. With respect to the 

boiling portion, where the two-phase fl ow can be refl ected vividly by 

the distribution of void fraction, the heat fl ux during the boiling heat 

transfer is the sum of convection heat fl ux and the boil-off heat fl ux 

of void fraction. The control equation with the variable of void fraction 

is established by analyzing the micro-unit hexahedron of the 

assumed homogeneous-phase fl uid. This equation is calculated by 

commercial computational software with some requisite subroutine. 

And the calculated result of this single-phase boiling model is validated 

with the third-party experimental results. Aiming at the application 

of this computational model which is applied to the design of 


cylinder head, the selected arrange of the void fraction is presented 

and recommended, namely, the mean value of void fraction which 

is located from the wall to the height of 5 mm is between 0.40 and 

0.87. As a calculation instance, the numerical simulation on boiling 

heat transfer process of cooling water jacket and temperature fi eld in 

cylinder head of the diesel engine is carried out. Compared with the 

data measured on engine test bench, the calculated result indicates 

that this method can refl ect the boiling heat transfer in water jacket 

rather accurately. So, this method benefi ts to improve the computational 

precision in temperature fi eld computation of cylinder head. 



Piston Engines – Injection 

Second generation of HFO injection system 

for medium speed engines to fulfi l future 

requirements 

C. Senghaas, H. Schneider, S. Reinhard, L’Orange 

GmbH, Germany, 

D. Jay, K. Ehrstroem, Wärtsilä Corp., Finland 

Electrically-controlled common-rail fuel injection system can fl exibly 

manage to control fuel injection parameters (injection advanced 

angle, injection pressure, injection duration and multi-injection) 

within one working cycle of diesel engine, which helps to compromise 

the optimal point of the engine power characteristics, economic 

characteristics and emission performance. While, how to obtain a 

set of optimum fuel injection parameters suiting to all working 

condition and different operation environment of an engine is a big 

burden. Because the process of obtaining optimum fuel injection 

parameters, which is generally called of fuel injection system 

calibration, mainly depends nowadays on experiment calibration by 

bench testing experiments. The experiment calibration not only is 

consumption a lot of labour, time and money but also can not be 

performed for designing engine. A numerical calibration method is 

presented in this paper. From the method a set of optimum fuel 

injection parameters may be calculated by 1D simulation of whole 

diesel engine working process and parameters comparison of 

different calculation working condition. A 1D simulation model of a 

4 cylinders diesel engine with turbocharger and inter cooler was set 

up, which was installed an electrically-controlled commonrail fuel 

injection system and its MAP of injection parameters was unknown. 

From simulation calculations of the model, the power characteristics 

like indicated power and torque moment, economic characteristics 

like indicated specifi c fuel consumption and indicated thermal 

effi ciency, and emission performance like NOx and soot exhaust 

quantities of this engine were calculated with different fuel injection 

parameters. The simulation results of 25 operation conditions and 

surveying results of bench testing experiment in the same operation 

conditions of this engine were compared. With the fuel injection 

parameters adjusted in simulation, a change pattern of performances 

on power, economic and emission of the engine were calculated out. 

When an optimum compromise performance parameter was selected 

out from the change pattern of performance in a calculation working 

condition of the engine, the optimum performance parameter is 

approximately identical with experiment result at the same working 

condition. It is indirectly proved that the optimum fuel injection 

parameters calculated from simulation analysis is the optimum one 

of meeting the engine optimizing performances requirement. Based 

on the simulation model of this engine, optimum fuel injection 

parameters were also obtained as the engine running in extreme 

hard environment conditions (extreme high/low temperature and 

high level altitude). The simulation result shows that the power, 


87


economic and emission performances of this engine could be kept 

good through optimizing fuel injection parameters when the engine 

running in extreme high/low environment temperature condition. 

However, the engine performance could be partly recovered only 

depending on change fuel injection parameters when the engine 

running at high altitude area. It is perhaps needed for diesel engine 

running at high altitude to optimize the performance of turbocharger 

also. The study work explains that numerical calibration method of 

electrically-controlled fuel injection system by simulation analysis of 

working process for whole diesel engine is an alternative method 

relative to experiment calibration method. The optimum injection 

parameters could be obtained approximately, economically and 

conveniently through numerical calibration method. A lot of 

consumption in labour, time and money may be saved from 

experiment calibration. 

Proposal on controlled spray evaporation 

and mixture formation by use of mutlicomponent 

mixing fuel spray model 

Y. Kobashi, Kanazawa Institute of Technology, 

Japan, 

M. Matsumoto, J. Senda, Doshisha University, Japan, 

E. Matsumura, Toyota Motor Corporation, Japan 

A novel approach to control the spray evaporation, mixture formation 

and combustion processes, which are leading to a reduction of diesel 

engine emissions by using several kinds of mixed fuels with relatively 

low injection pressure is proposed. In the mixed fuels, additives or 

lower boiling point fuels, such as CO 2 , gas fuel and gasoline 

component, are mixed into higher boiling point fuel such as diesel 

gas oil, through vapor-liquid equilibrium with a formation of twophase 

region in pressure-temperature diagram, where liquid and 

vapor phases of both components are mixed in. In this scheme, the 

authors intend to improve the fuel properties such as the viscosity 

and to control both physical process, that is the fuel vapor formation 

rate or spatial vapor distribution, and chemical processes, those are 

the mixture ignition, emission reduction of NOx and PM, and HC 

burn out. It is easy for mixed fuel to obtain fl ash boiling spray due to 

the formation of two-phase region on P-T diagram and it provides 

the relatively lean and homogeneous vapor mixture. In this paper, 

the concept of the fuel property improvement scheme with this 

mixing fuel application through the chemical-thermodynamics 

theory is introduced. Then, the practical feature and simple modeling 

approach for the cavitation phenomena inside the injection nozzle 

hole are summarized to examine the spray atomization and 

dispersion processes. Also, multi-component fuel spray evaporation 

model is developed to simulate the spatial vapor distribution of each 

fuel species based on multi-dimensional simulation code of KIVA. In 

the experiments, spatial vapor distribution of the fuels is confi rmed 

by applying LIF optical measurement technique. And the actual 

combustion performance are verifi ed using a Rapid Compression & 

Expansion Machine (RCEM), constant volume combustion vessel 

and small sized DI diesel engines. 

Economical and technical aspects of Duap`s 

fuel injection parts and systems 

E. Vogt, S. R. Jung, M. Poletti, Duap AG, Switzerland 

Today the user of an large bore engine is confronted with two major 

challenges: on one hand are the increasing fuel costs which are due 

to the volatility of the crude oil price hard to predict, on the other 

hand are the step-by-step more stringent international emission 

levels. The fuel costs are the major part of the total operational costs 

of a large bore engine – no matter if marine use or land based. 


Furthermore, there are not many alternatives to IC engines for main 

propulsion or power generation onboard of a vessel. Luckily, the 

engine for itself is sturdy and reliable; some engines are well over 30 

years old and still good for another one or two decades. But how to 

keep up with the two major challenges? As far as the fuel injection 

system is concerned, DUAP does have solutions. Without design 

changes on the fuel injection system, which would require a lot of 

work to renew the classifi cation tests, DUAP can provide out of the 

Duatop product line nozzles and pump elements for a large variety 

of engines. These parts are manufactured at our site in Switzerland to 

the highest level of quality standards and workmanship. What is the 

benefi t for the user? Simply spoken, saving costs. Fuel consumption 

can be decreased and the TBO can be extended. The following article 

will provide the technical background. Beside the Duatop spare 

parts, DUAP also provides complete common rail fuel injection 

systems, including the newest Electronic Engine Control Unit. Like 

the Duatop spare parts, they are also produced in Switzerland. Due 

to the wide product range of high pressures pumps, fuel rails, 

injectors and sensors, a large variety of engines from approx. 500kW 

to 12MW can be equipped. Of course this benefi ts are also for new 

built engines and their manufacturer available. Additionally to the 

fuel injection parts for MDO, MGO and HFO DUAP also provides 

special components for gas engines, comprising complete Micro 

Pilot Duarail systems as well as pre-chambers, check valves and gas 

injectors. Although gas engines are more niche products than 

mainstream, their spread will expand due to good emission levels 

and moderate fuel costs. The intention of this paper is to demonstrate 

the benefi ts Duarail and Duatop FIE parts can provide to engine 

OEM’s and end-users. Their technical features and new engineering 

results in numerical simulation like FEM or hydraulic simulation 

and extensive testing in DUAP’s own test facility as well as aspect 

regarding components for gas engines are included. 

The new Heinzmann common-rail and EFI 

engine control system for medium-speed 

and high-speed engines 

M.- T. Heller, A. Jaufmann, Heinzmann, Germany 

In the near future the development of diesel engines for industrial, 

marine, gensets and rail traction application will have to cope with 

considerable challenges, as forthcoming emission limits, e.g. IMO & 

EPA Standards, will be further reduced throughout the world. To be 

prepared for this global tendency holistic optimisation of complete 

diesel systems, consisting of high-pressure injection like commonrail 

technology, engine and combustion processes and exhaust gas 

after-treatment, is necessary. Heinzmann has more than 20 years of 

experience in the fi eld of digital state-of-the-art electronic fuel 

injection (EFI) control and monitoring systems for modern largebore 

engines. Building on the success of the Heinzmann Dardanos 

Engine Control Units, Heinzmann has added the next generation 

system, Odysseus, to its existing range of electronic components. 

Odysseus is the last word in fully-integrated fuel injection equipment 

(FIE); combining sophisticated injectors, high-pressure pumps, 

accumulators and piping. This innovative product allows Heinzmann 

to offer an attractive integrated solution for high-pressure marine 

and heavy diesel fuel injection systems to meet the demands of 

future emission reduction challenges. In this session Heinzmann 

will present their new high-performance common-rail System for 

medium-speed and high-speed diesel engines; for industrial power 

generation and marine applications. By way of interesting customer 

case studies, representing specifi c diesel engine projects, this 

technical paper will describe the achievements of using high 

precision components for fuel injection equipment. Functional 

groups such as special control valves and high-pressure elements as 

well as control electronic will be discussed, including endurance



bench testing and fi eld experience. The increasing challenges posed 

by compliance with emission thresholds and stability, throughout 

the application period of single components and the functional 

units, demands a great deal of the FIE manufacturers – especially for 

design, strength analysis, hydraulic simulation, new manufacturing 

technologies and testing. Experience with redundant technology for 

traction and marine application will also be demonstrated. 

Heinzmann quality assurance safeguards the strict requirements 

regarding design, material specifi cation and machining, as well as 

testing, approvals, auditing and certifi cations. This technical paper 

will illustrate results from characteristic diagrams and wear analysis 

of Heinzmann products. 




Fuel Injection & Valve Actuation 

A study on numerical calibration of fuel 

injection parameters for diesel engine 

R. Li, L. Li, Southwest Jiaotong University, P. R. 

China 

Electrically-controlled common-rail fuel injection system can 

fl exibly manage to control fuel injection parameters (injection 

advanced angle, injection pressure, injection duration and multiinjection) 

within one working cycle of diesel engine, which helps to 

compromise the optimal point of the engine power characteristics, 

economic characteristics and emission performance. While, how to 

obtain a set of optimum fuel injection parameters suiting to all 

working condition and different operation environment of an 

engine is a big burden. Because the process of obtaining optimum 

fuel injection parameters, which is generally called of fuel injection 

system calibration, mainly depends nowadays on experiment 

calibration by bench testing experiments. The experiment calibration 

not only is consumption a lot of labor, time and money but also can 

not be performed for designing engine. A numerical calibration 

method is presented in this paper. From the method a set of 

optimum fuel injection parameters may be calculated by 1D 

simulation of whole diesel engine working process and parameters 

comparison of different calculation working condition. A 1D 

simulation model of a 4 cylinders diesel engine with turbocharger 

and inter cooler was set up, which was installed an electricallycontrolled 

common rail fuel injection system and its MAP of 

injection parameters was unknown. From simulation calculations 

of the model, the power characteristics like indicated power and 

torque moment, economic characteristics like indicated specifi c fuel 

consumption and indicated thermal effi ciency, and emission 

performance like NOx and soot exhaust quantities of this engine 

were calculated with different fuel injection parameters. The 

simulation results of 25 operation conditions and surveying results 

of bench testing experiment in the same operation conditions of 

this engine were compared. With the fuel injection parameters 

adjusted in simulation, a change pattern of performances on power, 

economic and emission of the engine were calculated out. When an 

optimum compromise performance parameter was selected out 

from the change pattern of performance in a calculation working 

condition of the engine, the optimum performance parameter is 

approximately identical with experiment result at the same working 

condition. It is indirectly proved that the optimum fuel injection 

parameters calculated from simulation analysis is the optimum one 

of meeting the engine optimizing performances requirement. Based 

on the simulation model of this engine, optimum fuel injection 

parameters were also obtained as the engine running in extreme 


hard environment conditions (extreme high/low temperature and 

high level altitude). The simulation result shows that the power, 

economic and emission performances of this engine could be kept 

good through optimizing fuel injection parameters when the engine 

running in extreme high/low environment temperature condition. 

However, the engine performance could be partly recovered only 

depending on change fuel injection parameters when the engine 

running at high altitude area. It is perhaps needed for diesel engine 

running at high altitude to optimize the performance of turbocharger 

also. The study work explains that numerical calibration method of 

electrically-controlled fuel injection system by simulation analysis 

of working process for whole diesel engine is an alternative method 

relative to experiment calibration method. The optimum injection 

parameters could be obtained approximately, economically and 

conveniently through numerical calibration method. A lot of 

consumption in labor, time and money may be saved from 

experiment calibration. 

More than 100,000 running hours fi eld test 

experience in HFO operation with CR 

injection systems on MAN medium speed 

diesel engines – basis for reliable and 

effi cient propulsion engines to reach IMO 

Tier II and IMO Tier III legislation 

G. Heider, T. Kremser, T. Gritzko, MAN Diesel & 

Turbo SE, Germany 

In 1996 MAN Diesel SE started the development of a CR-system for 

medium speed engines for HFO operation up to fuel viscosity of 

700 cSt. 2004 the fi rst fi eld test engine, a 7L 32/40 GenSet was put 

into service as a retrofi t and collected up to now more than 20,000 

running hours operated on HFO on a large container vessel. 

Meanwhile several L32/40 CR gensets, L32/44 CR, V48/60 CR and 

L21/31 CR engines collected more than 100,000 running hours in 

HFO operation before MAN Diesel started up the serial production 

of the new 32/44 CR and 48/60 CR engines. All of these engines are 

still in service. The paper will give an overview about the fi eld 

experience and countermeasures which were necessary to develop a 

reliable product which fulfi ls the customers’ demands concerning 

low fuel oil consumption, invisible smoke over the whole load 

range, low emission levels and maintenance costs. The experience 

was made in a wide range of applications such as genset, cruise 

vessel main propulsion and ferry main propulsion running 24h/ 

day. The fi eld test engines reached an availability of more than 90 % 

per year. The paper also will point out the win/win situation for the 

manufacturer and customer to participate in the development of the 

CR technology. For customers satisfaction MAN Diesel provides 

help for easy handling like online access per satellite connection, 

easy leakage detection and operator training at site or at the new 

built academies. The fl exibility of the CR-system is the base frame 

for the future development of engines which fulfi lls IMO Tier II and 

IMO Tier III with high effi ciency. The necessary reliability, a must, 

has been proven in the fi eld under real conditions. 

A new fuel injection and exhaust valve 

actuation system for a two-stroke engine 

family in the 30 to 50 cm bore segment 

E. Boletis, A. Kyrtatos, T. Yildirim, Y. Jia, Wärtsilä 

Switzerland, Switzerland 

Two-stroke electronically controlled engines have been successfully 

introduced in the marine segment, powering a large number of 

merchant vessels in the last decade. The fuel and exhaust valve 


89


actuation systems are key characteristics of this technology. From 

Wärtsilä side, the RT-fl ex family of engines has been designed, 

providing performance and operational advantages to ship owners 

and operators alike. The engines are equipped with an accumulator 

type fuel system where the injection pressure and start of injection can 

be individually selected at each operational point. Moreover, the 

timing of the exhaust valve movement is fully controlled through a 

dedicated actuation system providing additional operational fl exibility. 

It has already been demonstrated that this fl exibility provides 

signifi cant advantages throughout the engine operational envelope. 

This fl exibility will become even more signifi cant in the future as the 

variability of fuel types and fuel quality are increasing and the exhaust 

gas emission legislation becomes more severe. Based on the current 

fi eld experiences and the available technological advancements, new 

system architectures are proposed in the 30 cm to 50 cm bore segment. 

The systems are designed for low lifetime costs and high reliability. 

Stringent emission requirements can be fulfi lled, with the engines 

fully prepared for future IMO Tier 3 emission legislation, without 

modifi cations of the above mentioned systems. Additionally, it is 

possible to make full use of existing system components and sub- 

systems which have demonstrated reliability and lifetime in other 

marine applications, using the same type of marine fuels and at severe 

operational conditions. This is important due to the challenging 

development schedules for the systems of new engine programs. 

The fuel system is characterized by: 

• Two injectors per cylinder, each with embedded single circuit 

solenoid valve 

• Injection timing and quantity control embedded in the injector 

• An accumulator (common rail) system based on a volume 

optimized, multi-element, double wall rail 

• A fuel supply system based on engine driven, inlet throttle 

controlled, multi-element pumps validated for two-stroke 

applications 

• System pressure which is potentially up to 50% higher than those 

currently applied on two-stroke engines. 

The exhaust valve actuation is characterized by: 

• A 300 bar servo- oil actuating medium 

• Optimized solenoid valve actuation allowing continuous control 

of exhaust valve closure. 

Both fuel and valve actuation systems are supported by a new electronic 

control system. 

The proposed paper presents our experiences from the development 

of these critical systems by providing a detailed insight on the 

following: 

• The market requirements and their fulfi lment; 

• The advancement between the current RT- fl ex technology on 

larger bore segments and the new system; 

• The major sizing, design and development challenges; 

• The hydraulic system analysis used for the complete, multi- 

cylinder engine; 

• The system integration at engine level; 

• The overall system and component performance. 

Valve train with learning control features 

M. Herranen, T. Virvalo, K. Huhtala, Tampere 


T. Glader, I. Kallio, Wärtsilä Finland Oy, Finland 

The electro-hydraulic valve actuator (EHVA) system of a diesel engine 

has a fully controllable gas exchange valve lift and valve timing. The 

EHVA system can be utilized to follow existing valve lift profi les and 

provides possibility for utilization of modifi ed or new valve lift profi les. 

Fast testing of different camshaft profi les is benefi cial when new 

combustion concepts are tested or when new valve timing specifi cations 

needs to be studied or optimized with existing components. 


Comparison and testing of the different profi les with EHVA system is 

effi cient, since all necessary changes can be done electrically. Therefore 

the system should be able to follow the pregenerated valve lift curves 

as precise as possible. It is known, that traditional controllers are 

having problems to achieve reasonable good tracking due to dynamics 

of the hydraulic system. This can be improved by using more complex 

and advanced controllers, but tuning of parameters of such controller 

is very time consuming. One solution is to use an adaptive or a learning 

controller. In this study a controller with a learning feature is 

investigated and introduced. The modifi cation of the reference signal 

is based on the detected errors during the valve event, which is suitable 

method for a repeating work cycle. Performance of the controller is 

simulated and some experimental tests are presented. The EHVA 

system is additionally integrated with security features for stopping 

and starting control processes when needed. The lift profi les of the gas 

exchange valves can be changed or modifi ed without need of stopping 

the engine. If only opening and closing moment needs to be adjusted, 

the controller system allows this without infl uence to curve shape. The 

controller was found capable to keep the tracking error of the gas 

exchange valve lift within acceptable range and capable to respond to 

changes in the running conditions within adequate time. 



Diesel Engines – Fuels II 

Medium speed diesel engines operated 

on alternative fuels: Lessons learned and 

remaining questions 

S. Verhelst, R. Sierens, Ghent University, Belgium, L. 

Vervaeke, T. Berckmoes, L. Duyck, Anglo Belgian 

Corporation nv, Belgium 

Rudolf Diesel demonstrated his compression ignition engine at the 

World Fair in Paris in 1900, with the engine running on peanut oil. 

One year earlier, the fi rst diesel engine outside of Germany was built 

under license by the Carels Brothers in Ghent, Belgium. In 1912, this 

license was brought into the founding of the Anglo Belgian Corporation 

(ABC). Diesel engines have undergone tremendous progress since 

then, which has gone hand in hand with the development of fuel 

standards, both for light and heavy fuels. Currently, with increasing 

focus on noxious emissions, energy security and greenhouse gas 

emissions, there is great interest in the use of alternative fuels, mostly 

biofuels (biodiesel, straight vegetable oils, animal fats, . . . ). However, 

it is unclear what the specifi cations for these fuels should be. Ghent 

University has recently started research to defi ne suitable fuel 

specifi cations for the current and future engine technologies, in 

correspondence with one of the priorities set by the European Biofuels 

Technology Platform (BTP). Working group 3 of the BTP focuses on 

the R&D needs concerning the end-use of the biofuels. It states that a 

systematic verifi cation and profound knowledge of the impact of the 

fuel properties on the fueling system, engine technology, exhaust gas 

aftertreatment etc., is an absolute prerequisite for the formulation of 

fuel standards. Diesel engine manufacturer ABC, also located in Ghent, 

has done pioneering work in demonstrating the use of several biofuels, 

including biogases, with installations running on palm oil, frying oil, 

tallow, biodiesel, pitch, bone fat, syngas, etc., and has gathered data 

from long-term tests. Ghent University and ABC are cooperating in 

analyzing this data and correlating it with the biofuels’ chemical and 

physical properties. Furthermore, a constant volume combustion 

chamber is being set up to study the spray and combustion 

characteristics of these fuels. This paper discusses the initial fi ndings 

when operating on different kinds of biofuels – which problems were 

encountered and how they were solved – using several case studies.



The effects of fuel viscosity, fuel bound oxygen, phosphor content, 

insaturation, free fatty acids, etc., on ignition delay, deposit formation, 

polymerization, emissions, corrosion etc. will be discussed. 

Marine distillate fuels specifi cations – 

today and tomorrow 

Ø. Buhaug, Statoil ASA, Norway 

When MARPOL Annex VI entered into force in 2005, it marked not 

only the end of a long struggle by IMO to regulate harmful emissions 

from international shipping, its entry into force also immediately 

triggered a review of the regulation with a view to tighten emissions 

standards established in the original Annex VI. As known to many 

readers, strict future IMO regulations on NOx and SOx emissions are 

agreed. The new regulations which will be implemented in steps from 

1. July 2010 towards 2020 will have far reaching implications for 

marine fuels and diesel engines. In particular, a global limit of 0.5% 

sulphur is part if the new IMO regulation. Production of residual fuels 

with 0.5% sulphur is believed to be economically unattractive. This 

has lead to the description of the global cap of 0.5% S as ‘end of heavy 

fuels’ or ‘global distillates’. These future distillates are likely to be very 

different from present distillates, however, and the characteristics of 

these fuels remain unclear. This paper presents data on present day 

marine distillates and discusses issue relevant to the use of distillate 

fuels including: 

• Fuel lubricity 

• Fuel particle contamination 

• Fuel water and microbial contamination 

• Distillate safety issues 

SINOx® Emissions Control 

for Marine Applications 

• SCR Catalysts & Systems 

• 2/4-stroke engines & boilers 

• Large tankers to small fi shing vessels 

• IMO Tier III compliant 

• 90% NOx reduction 

• 180+ successful installations 

Johnson Matthey Catalysts (Germany) GmbH 

Stationary Emissions Control, 

Bahnhofstraße 43, 96257 Redwitz, Germany 

T: +49 95 74 81 879, sinox-systems@matthey.com 

www.jmsec.com 


• Distribution and quality control 

• Fuel additives 

The paper ends with a discussion on the need for research and strategies 

for distillate fuels towards 2020. 

High cetane number paraffi nic diesel fuels 

and emission reduction in engine 

combustion 

A. Tilli, M. Imperato, M. Larmi, T. Sarjovaara, Aalto 

University School of Science and Technology, Finland, 

P. Aakko-Saksa, VTT Technical Research Center, 

Finland, 

M. Honkanen, Neste Renewable Fuels Oy, Finland 

The objective of this study is to discuss and demonstrate the emission 

reduction potential of high cetane number paraffi nic diesel fuels in 

engine peration. The idea behind the study is to utilize the physical 

and chemical renewable fuel properties, that are different from those 

of the traditional crude oil based fuels. The ultimate goal is then to 

develop optimum combustion technologies for these new fuels and 

make a remarkable emission reduction in engine combustion. These 

new fuels do not suffer from storage and low temperature problems, 

as the Fatty Acid Methyl Ester (FAME) fuels, often called “biodiesel”, 

often do. The very high cetane number, the absence of Polyaromatic 

Hydrocarbons (PAH) and the absence of Sulphur allow far more 

advanced combustion strategies than have been possible with current 

fossil fuels. Due to these advantageous properties, these new 

combustion technologies allow us to reduce signifi cantly Nitrogen 

Oxide (NOx) emission without suffering from traditional trade-off 


91


between Particulate Matter (PM) and NOx. The paper will fi rst tell 

about previous studies in Helsinki University of Technology TKK and 

emission reduction in a standard heavy duty diesel engine. Then the 

studies in a corresponding single-cylinder research engine “EVE” will 

be presented. In the single-cylinder EVE engine advanced cycles like 

Miller cycle and interrnal exhaust gas recirculation (EGR) have been 

studied. Also the possible benefi ts of blending oxygenates with the 

fuels have been considered. The fi rst part of the paper concentrates 

on high cetane number paraffi nic diesel fuels and their oxygenate 

blends: previous studies on their properties and effect on engine 

emissions. The second part describes the ongoing research in Aalto 

University School of Science and Technology (previously TKK, 

Helsinki University of Technology). In the studies, potential for 

emission reduction has been estimated to be 70% or more and 

promising preliminary results have been reached in the fi rst test runs. 

This study is part of “ReFuel”–project, which is an IEA collaborative 

task of IEA Combustion Agreement program and a collaboration 

framework between IEA Combustion Agreement and IEA AMF 

(Advance Motor Fuels) Agreement. 

EMI MIN – a government funded research 

program to reduce emissions 

U. Schlemmer-Kelling, S. Watzek, Caterpillar 

Motoren GmbH & Co. KG, Germany 

There is an ongoing worldwide legislative trend to reduce the 

emissions of medium speed diesel engines [1]. For this reason, a 

joint research program was established in 2002. Partners of the socalled 

EMI MINI program were AVL Germany, L’Orange, University 

of Rostock, WTZ and Caterpillar Motoren. The program was funded 

by the German Ministry of Economics. The development target was 

to reduce the emission of diesel engines by 50% without using aftertreatment 

solutions. Meanwhile, the second phase of this program 

(EMI MINI II) is nearly fi nished. The team worked to defi ne the 

strategy [2] and the fi nal solution was demonstrated on a multicylinder, 

turbocharged 6 M 32C engine in Kiel. Using the strategy, 

Caterpillar Motoren was able to reach the emissions target by tuning 

the combustion process. The fuel and air systems were modifi ed to 

reduce NOx and soot emission for both steady state and transient 

operation. The major building blocks of the concept were a common 

rail fuel system which was able to operate under heavy fuel conditions 

and a fl exible valve drive which allowed the Miller cycle to be turned 

on and off. A DoE tool was used to fi nd the optimal settings for the 

injection system at each load point. With the strategy, a 50 % NOx 

reduction was achieved with invisible soot emission. However, a 

slight loss in fuel effi ciency was also measured. A two-stage turbo 

charging system could be used to improve effi ciency, but this was not 

within the program scope and was not tested. The simulation results 

have shown that the target of constant fuel effi ciency can be achieved 

with the addition of two-stage turbo charging. 



Piston Engines – Thermodynamics 

Advanced heat transfer modelling with 

application to CI engine CFD simulations 

M. Nuutinen, O. Kaario, M. Larmi, Aalto 

University School of Science and Technology, 

Finland 

The purpose of the work is to implement and further develop an 

advanced wall function formalism in conjunction with a modifi ed 


low Reynolds number turbulence model in Star-CD, a CFD 

software suitable for in-cylinder fl ow and conjugate heat transfer 

simulations. This advanced method has already been demonstrated 

to give predictions superior to standard methods when compared 

to measured heat transfer values and DNS data in strongly heated 

compressible fl ows, Nuutinen et al. [1]. Besides superior accuracy, 

the advanced method has a desirable feature of being free from 

the near wall grid resolution restrictions associated with the low 

and high Reynolds number turbulence models. The acquired 

computational tool is then used to simulate conjugate heat 

transfer in realistic compression ignition (CI) engines. The 

manufacturers of large CI engines are striving for increasing 

cylinder pressures which in turn results in elevated heat transfer 

rates and surface temperatures. As a consequence, accurate heat 

transfer simulation is becoming increasingly important. With the 

new computational tool it is possible to obtain more accurate 

results on heat transfer that can be utilized in engineering 

processes, e.g., in material choices and geometry design. In 

addition to improving the overall accuracy of simulations (energy 

balance) the more accurate temperature and heat fl ux predictions 

may be further utilized, e.g., to simulate thermal stresses in solid 

engine parts and heat transfer to the coolant. 

Piston surface heat transfer during 

combustion in large marine diesel engines 

M. V. Jensen, J. H. Walther, Technical University 

of Denmark, Denmark 

In the design process of large marine diesel engines information 

on the maximum heat load on the piston surface experienced 

during the engine cycle is an important parameter. The peak heat 

load occurs during combustion when hot combustion products 

impinge on the piston surface. Although the maximum heat 

load is only present for a short time of the total engine cycle, it 

is a severe thermal load on the piston surface. At the same time, 

cooling of the piston crown is generally more complicated than 

cooling of the other components of the combustion chamber. 

This can occasionally cause problems with burning off piston 

surface material. In this work the peak heat load on the piston 

surface of large marine diesel engines during combustion was 

investigated. Measurements of the instantaneous surface 

temperature and surface heat fl ux on pistons in large marine 

engines are diffi cult due to expensive instrumentation and high 

engine running costs compared to automotive engines. Therefore 

the investigation in this work was carried out numerically with 

the use of a computational fl uid dynamics (CFD) code. At the 

same time, numerical work on detailed in-cylinder wall heat 

transfer in engines has been quite limited. The numerical 

investigation focused on the simulation of a hot turbulent gas 

jet impinging on a wall under very high pressure, thus 

approximating the process of the actual impingement of hot 

combustion gasses on the piston surface during combustion. 

The surface heat fl ux at the wall was calculated under different 

conditions in the numerical setup in order to obtain information 

of the actual peak heat fl ux experienced at the piston in large 

marine diesel engines during combustion. The variation of 

physical parameters infl uencing the heat transfer during 

combustion included a variationof pressure, temperatures, jet 

velocity and jet turbulence intensity. The variation in heat fl ux 

predictions resulting from application of different turbulence 

models was also investigated by performing calculations with 

three different models: the V2F model, a k-ε RNG model and a 

low-Re k-ε model. The obtained results indicate peak heat fl uxes 

in the order of 5−10MW/m 2 on the piston surface during the 

combustion phase of the engine cycle.


Combining dual stage turbocharging with 

extreme Miller timings to achieve NOx 

emissions reductions in marine diesel 

engines 

F. Millo, M. Gianoglio, Politecnico di Torino, Italy, 

D. Delneri, Wärtsilä, Italy 


In this work, the potential of extreme Miller cycles, combined 

with two stages turbocharging, was analyzed by means of 1-D 

simulation code for a Wärtsilä six cylinder 4-stroke medium speed 

diesel engine. By means of extreme Miller timings, with Early 

Intake Valve Closures (up to 100 crank angle degrees before BDC), 

followed by an in-cylinder expansion of the charge during the last 

portion of the intake stroke, lower temperatures at the start of 

injection can be obtained, and thanks to the cooler combustion 

process, the NOx specifi c emissions can be effi ciently reduced. 

However, the reduction of the effective intake stroke demands 

high intake manifold pressures, exceeding single stage 

turbocharging capabilities, and mandatory requiring dual stage 

turbo charging. Since turbines and compressor effi ciencies, as 

well as the pressure ratio between HP and LP stages are crucial 

factors for a successful application of the extreme Miller timings, 

a careful selection of the more suitable turbomachines is extremely 

important. The use of numerical simulation allows indeed a 

detailed and extensive evaluation of the effects on engine 

performance, fuel consumption, NOx emissions and thermal and 

mechanical loads on engine components of the combination of 

different intake valve profi les and intake valve closure timings 

with different boost levels. Moreover, aiming to achieve further 

reduction in NOx emissions, different valve overlap values were 

also evaluated, trying to reduce the engine scavenging effect and 

increase the internal EGR. By combining early intake valve 

closures with reduced overlaps higher exhaust gas residuals in the 

combustion chamber were achieved, further reducing NOx 

emissions. Boost pressures up to 12 bar were evaluated that 

combined with extreme Miller timings (up to 100 crank angle 

degrees before BDC) allowed up to 50 % NOx reduction compared 

to conventional, single stage turbocharger architecture, with only 

moderate BSFC worsening. 



Piston Engines – Noise & Vibration 

Noise reductions for low speed diesel 

engines and application of noise 

measurement using spherical 

beamforming technique 

S. Kajihara, Mitsui Engineering and Shipbuilding 


K. Takashima, Nittobo Acoustic Engineering Co., 

Ltd., Japan, 

J. Hoejgaard, M. Roegild, MAN Diesel & Turbo SE, 

Denmark 

The noise level in engine rooms of general merchant ships is 

relatively higher than in other facilities for transportation. In 

the engine room, the noise from a main engine, mainly of low 

speed diesel types, greatly infl uences noise levels. Actually at 

some positions on large bore engines with big turbochargers, it 

is not rare for the noise level to reach close to the IMO 

requirement of 110 dB(A). Under such situations, various efforts 

have been done to reduce the noise level aiming towards the 


improvement of livability and also work environment of the 

crew in engine room. In this paper, fi rstly, we report a noise 

characteristic of low speed diesel engine and also the present 

status of the noise level in the engine room. Secondly, we report 

some samples of the countermeasures for noise reduction 

including the application of Helmholtz resonators and 

absorption materials. Finally, we report on the newly introduced 

spherical beamforming technique with its principle and 

effectiveness in noise measurement. Contents: 

1. Present noise measurement methods and IMO noise 

requirements for engine room 

2. Noise characteristics of low speed diesel engine 

Usually, noise level is measured higher at the scavenging area, 

that is, around the turbocharger, air cooler, scavenging pipe and 

its connection part. The dominating sound source are the 

turbochargers, especially the compression noise. It’s caused by 

the recurring compression shocks and emitted as air born sound 

through the air intake silencers on the one hand but also trough 

to high-pressure-side (compressor outlet) over the connected 

pipes (like expansion bellow, air cooler, scavenging air pipe). 

The frequency spectrum is dominated by the compressor wheels 

blade passing frequency and (in some cases) his fi rst harmonic. 

It corresponds with the number of main blades multiplied by 

the turbocharger rotor speed (and twice that frequency). 

3. Countermeasures of low speed diesel engine noise 

The countermeasures are mainly applied in the turbocharger 

and the scavenging area. We report the present countermeasures 

and their effects in noise reduction such as introducing low 

noise turbochargers and additional insulation of diffuser pipes 

between the turbocharger compressor outlets and air coolers 

and scavenging air pipes. Further, we report new countermeasures 

and confi rmation test results as follows. 

Example 1: 

Silencers of Helmholtz resonators and absorption materials 

M/E Mitsui-MAN B&W 11K98MC (62,920kW x 94rpm), T/C 3 

x ABB TPL85B for a 6350 TEU container vessel: The 

countermeasures consisted of resonance type silencers (called 

CoRes) designed by ABB in the expansion bellow between the 

turbocharger compressor outlet and diffuser pipe and inside 

noise absorption in the area above the air cooler elements 

(called CABS). 

Example 2: 

New Silencers of Helmholtz resonators 

M/E Mitsui-MAN B&W 12K98MC(68,640kW x 94rpm), T/C 3 x 

MAN TCA88 for an 8250 TEU container vessel: The new 

resonance type silencers designed by MAN Diesel were located 

at diffuser pipes. Test results will be reported. 

5. New noise measurement by using spherical beamforming 

technique 

The noise measurement technique using spherical beamforming 

has been developed for identifying and visualizing the noise 

sources as well as analyzing their characteristics (frequencies 

and levels) within a very short time. This technique has been 

recently used for investigations of noise sources for automobiles, 

etc. 

New low noise solutions for medium 

speed diesel engines 

H. Tienhaara, M. Aura, S. Jussila, Wärtsilä Finland 

Oy, Finland, 

F. Degano, Wärtsilä Italia S.p.A, Italy, 

A. Karjalainen, Machinery Acoustics Oy, Finland 

Customer requirements and excpectations of engine room 

noise and its characteristics are increasing importance. This is 


93


due to evolving interest in occupational health and safety issues 

and tightening legislations. Wärtsilä product development 

organization, in close co-operation with their partners and 

contractors, has answered the challenge and expectations. Low 

noise solutions suitable for the existing and future engines have 

been designed. This paper describes diesel engine noise control 

measures applied to Wärtsilä 4-stroke diesel engines. In the past 

fi ve years, an increasing effort has been concentrated on noise 

and vibration related work in Wärtsilä R&D. The ultimate aim is 

to reduce noise radiation of medium speed 4-stroke diesel 

engines. This persistent hard work has resulted in knowledge of 

the major engine noise sources, in a deeper understanding of 

the structureborne noise transmission through the engine block 

and fi nally, in a defi nition of effective noise control measures. 

The measures are the heart of the newly developed noise 

reduction package. The package includes various enclosure and 

lagging solutions and cover structures. The solutions are based 

on add-on methods and structural component design 

improvements. Tonal noise from turbocharger is reduced by 

means of sound and heat insulation enclosures and laggings. 

Noise radiated from the side of the engine is effectively reduced 

by improved structural design of the covers. The fl ywheel end 

and the top part of the engine are enclosed in order to reduce 

the noise emitted from the subsurface. The beauty of the 

developed measures is that they can be adapted to any Wärtsilä 

4-stroke diesel engine, existing or yet to come, large and even 

larger ones. Noise control measures, as a package, enables even 

5 dB(A) engine noise reduction, depending slightly on engine 

confi guration. Furthermore, the noise control package can be 

combined with engine room acoustic design to achieve even 

greater noise reduction. 

Two node torsional vibration control of 

the multi-cylinder two-stroke diesel 

engine 

S. J. Hwang, K.T. Yoo, STX Heavy Industries, 

Korea, U. K. Kim, Korea Maritime University, 

Korea 

Marine engines have been required higher power to fi t the 

bigger and faster ships aiming at economical operation. To 

produce higher power, cylinder bore has been larger and the 

number of the cylinder has been increased. On the other hand, 

it has been continuously tried to develop components which 

has infl uence on engine power, as turbocharger, and to introduce 

a new fuel injection method etc. For this reason, the shafting 

system of the large scale diesel engine is getting complicated 

such that it is impossible to control the vibration in a simple 

way as before. By increasing the number of cylinders, the 

torsional vibration encounters another problem, 2-node 

torsional vibration in a crankshaft at the engine above seven 

cylinders [1]. As a solution of the problem caused by 2-node 

torsional vibration, a vibration damper [2] has been usually 

applied. However, in the future, the vibration damper might 

not be able to solve the problem by only itself because the 

power of the engine will be much higher than now. If the engine 

has a higher power than present engine, the size of the damper 

could be bigger to have higher damping coeffi cient [3], which 

affects bearings due to heavy weight and the damper’s life would 

be shorter by the infl uence of the big mass moment of inertia of 

the inertia ring. In this study, the methods of increasing the 

crank section [4] and changing the excitation characteristics 

which can be adopted as an alternative solution to cope with 

the future requirements have been investigated. The basic 

concepts of these methods are as follows; the fi rst concept is to 


lead to increase the modulus of section of a part of the crankshaft 

by increasing the diameters of one crank. With the increased 

section modulus, the torsional stress can be reduced. The second 

is to have proper excitation characteristics by changing the fi ring 

order. The fi ring order can infl uence on the sub-harmonic 

resonance. Generally, 2-node vibration is problem with minor 

order. So it could be effective to change the critical order. By 

these concepts, the combination of the proper diameters of the 

crank and the fi ring order has been found. To select the crank of 

which section to be increased, the variation tendencies of the 

torsional stress and the node position by the variation of the 

crank section, fl ywheel and tuning wheel mass moment of 

inertia have been investigated. Also, since the external force, the 

external moment [5] and the guide force moment [6] by the 

change of fi ring order can induce high excitation of engine, it 

has been also confi rmed. In the result of the investigation, the 

node location becomes more distance from the crank which the 

diameter is increased due to the stiffness increase by the 

diameter change of the crank. On the other hand, the node 

location approaches the wheel which the mass moment of 

inertia is increased. Accordingly, the node movement by the 

stiffness increase could be controlled by changing the wheel’s 

mass moment of inertia, so it could make the suggested method 

more effectively to control the 2-node vibration. Based on the 

above results, these methods have been applied at eight cylinder 

engine shafting system and the effects have been confi rmed. 

Modern ultrasonic quality evaluation of 

large crankshafts 

A. Silvonen, P. Halla-aho, Wärtsilä Finland Oy, 

Finland, 

T. Hakkarainen, Inspecta Oy, Finland 

New developments carried out by crankshaft manufacturers in 

order to fulfi l more strict material strength requirements set by 

engine builders is causing new challenges in crankshaft quality 

control. Higher stress amplitudes in engine operation and the 

fact that higher strength materials tend to have smaller allowable 

fl aw size against metal fatigue call for more effi cient nondestructive 

evaluation (NDE) of the crankshafts. Wärtsilä has 

together with its partners carried out a development work with 

the intention in implementing new hardware and detection 

guidelines to safeguard the high-level reliability of the crankshaft 

material. Introducing of ultra-clean steels already has a very 

high contribution in crankshaft safety, but in parallel with that 

new NDE methods are needed with improved accuracy and 

detection level. The most essential applied stresses in the shaft 

from the reliability point of view are highly concentrated in a 

relatively small material volume in the vicinity of the crank 

fi llets. Finite element and fracture mechanical analyses give 

essential information about the critical defect sizes in function 

of applied stresses and location, and further, information about 

the needed accuracy of the used NDE system. As a result of 

analyses carried out it is possible to guide the ultrasonic NDE in 

different phases. High performance, but more time consuming 

techniques, will be applied in critical areas, and, conventional 

techniques in other parts of the shaft. Based on the required 

accuracy, i.e. minimum detectable imperfection size, the phased 

array techniques has been used in the project as a highest 

accuracy evaluation method. 

This paper reports the results of the stress and strength analyses 

made and material tests determining the fracture-mechanical 

data of modern crankshaft steels, and, fi nally reports benefi ts of 

the phased array NDE method over to conventional nondestructive 

ultrasonic methods when applied in either as forged



pre-machined or in fi nish-ground shafts, including visualization 

of detectable imperfections. Practical experience of NDE is also 

discussed including selection of probes; especially for diffi cult 

geometries, accuracy and reliability of the methods, option for 

automated detection, inspection data handling and relative 

costs. 



Session 2 

Comparison of several methods of 

improving the part-load performance of a 

medium-speed engine with a two-stage 

turbocharging system 

J. Bucher, BBB, Germany 

Life assessment of the camshaft in a heavy 

duty diesel engine using fl exible multibody 

dynamic 

M. Mehrgou, Iran Heavy Diesel Engine Mfg Co. 

(DESA), Iran 

Session 3 

New application and modeling of low 

ignitability fuel for marine engines 

D. Struckmeier, D. Tsurum, H. Tajima, Kyushu 

University, Japan 

Characterisation of residual fuel oil 

combustion properties and the appropriate 

selection of marine fuel additives to 

improve combustion 

M. Vermeire, Chevron, Belgium, L. Audoire, W. Ang, 

Infineum UK Ltd., England 

Syngas production from plasma stabilized 

diesel partial oxidation 

A. Nikipelov, A. Rakitin, Y. Leonov, NeqLab Research 

BV, Netherlands, 

A. Starikovskii, Drexel Plasma Institute, USA, 

Non vegetable origin biofuels as a 

combustibility improver 

L. Stor, A. Prada, Petrobras SA, Brazil 

Session 4 


The use of tribology and wear metal 

analysis in two-stroke engines to optimize 

oil feed rates and reduce liner wear 

M. Winkler, Kittiwake GmbH, Germany 

Online oil condition monitoring sensors 

S. Lunt, Kittiwake Developments Ltd., UK 

The relationship between the oil analyses 

results and the running surface conditions 

of machinery – A report of marine fi eld 

engineer 

T. Hashimoto, M. Kawabata, Y. Sasaki, Tribotex Co. 

Ltd., Japan 

Development of a new lead-free bearing 

material for low speed two-stroke diesel 

engines 

M. Yamada, W. Zhong, N. Kawakami, A. Ono, Daido 

Metal Co., Ltd., Japan 

Slide bearing monitoring system: 

Recognizing friction before noticeable 

mechanical damage occurs; a fi eld report 

H. R. Uebel, M. Theobald, Schaller Automation 

GmbH Co. KG, Germany 

Session 5 

Development of integrated vibration 

analysis and monitoring system for 

marine diesel engines and 

ship machineries 

D. Lee, K. Joo, T. Nam, Mokpo National Maritime 

University, Korea, 

E. Kim, S. Kim, Vitech, Korea 

Effects of inertia and gas torques on the 

crankshaft in determining vibration 

amplitudes for condition monitoring in 

preventive maintenance 

J. C. Orji, Starzs Marine, Nigeria 

Sound fi eld adjustment using sound 

absorber in the ISO type sound insulation 

test facilities 

M.-S. Kim, STX Heavy Industries, Korea 


95

OFFSHORE & MARINE TECHNOLOGY | OFFSHORE WINDENERGY 

The Jack-Up Platform Thor for Hochtief 

Four years elapsed between 

the fi rst concept 

and basic design to the 

completion of the Thor Jack-Up 

Platform. Hochtief began the 

internal designing of the second 

Jack-Up Platform in April 

2006. The company Overdick 

GmbH & Co.KG of Hamburg 

was commissioned with the 

planning and the design of 

the ship’s hull which started 

in spring 2007. During this 

period, Germanischer Lloyd 

(GL) reviewed the basic design 

of Thor. In 2007 and 2008, a 

range of external partners was 

assigned with the design and 

the detailed engineering of the 

individual ship systems (insulation, 

sprinkler system, air 

conditioning and ventilation 

systems, power supply, electrical 

work, piping, fi tting of the 

cabins and other rooms, etc). 

The design of Thor was optimized 

so that the originally 

planned payload of 2,500 t was 

exceeded by almost one third. 

Hochtief Construction managed 

the complete design and 

implementation planning and 

coordinated the construction 

process in close collaboration 

with Crist Shipyards in Poland. 

Hochtief Construction in Ham- 


burg’s competence centre for 

harbour construction and maritime 

works – Civil Engineering 

and Marine Works (CEM) – has 

offi ces for the offshore market 

and its own plant and equipment 

management. A team of 

engineers, construction managers 

and experts from the CEM 

business unit of Hochtief Construction 

was responsible for 

the complex processes involved 

in the entire project. 

Technical and logistic 

challenges 

The steel structural work for 

Thor was initiated in Greece. After 

concluding the contract with 

Hellenic Shipyard at the end of 

2007, most of the steel required 

for construction was ordered 

and delivered to Athens. The 

fi rst steel sheets were cut there, 

and individual blocks of the 

Jack-Up Platform were partially 

manufactured. 

In January 2009, the Polish Crist 

Shipyard was commissioned to 

build Thor. After delivery of the 

steel parts from Greece to Poland, 

the actual ship-building 

process began in February 2009 

in Gdansk. The logistic task of 

preparing the individual parts 

for transportation and shipping 

Thor follows 

Odin as steel 

leviathan 

JACK-UP PLATFORM In order to be able to 

work safely and effi ciently, even in deeper 

waters, up to 50m and to fulfi l the high demands 

for the installation of offshore wind 

farms, larger and more powerful Jack-Up 

Platforms are required. Following Hochtief’s 

fi rst own Jack-Up Platform Odin in 2004, the 

company has now expanded with the Jack-Up 

Platform Thor. 

Rolf Koletzek, Christian Bauer, Ulrich Trottnow 

them from Athens to Gdansk 

was highly complex. The particular 

challenge for the remaining 

steel construction as part of the 

building process was assembling 

several thousand individual steel 

components to a whole. 

The ship’s hull was initially 

built by Crist Shipyards in 

Gdynia. After undocking Thor’s 

pontoons in Gdynia in July 

2009, the journey continued 

to the Crist Shipyard in neigh- 

bouring Gdansk, where the remainder 

of the assembly work 

on Thor was completed. The 

special challenge in this second 

and longest construction phase 

was to coordinate all detailed 

designs and manufacturing, delivery 

and provision of all components 

on time, such as the 

jack-up system (MUNS jacking 

system), the drive for positioning 

Thor on-site, and the 

helicopter deck. The outfi tting 

Classifi cation GL �100 A5 Self Elevating Unit + A - MC Aut 

Length, width, height 70m, 40m, 6m 

Draft (without spudcans) 3.50m 

Draft (with spudcans) 7.40m 

Max. operating depth 50m 

Payload 3,300 t (subject to SSA) 

Deck load 15.00 t/m2 Hoisting capacity 10,000 t 

Hoisting speed up to 1.20 m/min 

2 Moon Pools Øi 0.90m 

Open deck area 1,850m2 � TECHNICAL DATA 

Leg dimensions: 

Length 82m 

Diameter 3.70m 

Spudcans 

Mooring winches 

Ø 8.50m 

4 Single winches, pull 

Power supply: diesel/electric 

30.00 t/each 

Total output 5,010 kW 

Accommodation 48 persons

phase also included the mounting 

of further ship fi ttings, such 

as pumps, workshop, ventilation 

and wastewater treatment 

plant, mooring and anchoring 

systems, oil separators, tanks, 

diesel generator, garbage compactor, 

all electrical systems and 

other shipping systems. 

In January 2010, the partially 

pre-assembled heavy-duty crane 

was delivered and installed. The 

500 t offshore crane (Lieb herr 

BOS 14000), made up of three 

parts, was installed on Thor at 

the beginning of February 2010 

and confi gured for its future applications. 

In early March 2010, the almost 

fully completed Thor was towed 

from Gdansk to Gdynia to have 

the legs fi tted. The four 82m 

long and 550 t cylindrical steel 

columns with a diameter of 

3.7m were fi nally fi tted in the 

Crist Shipyard. They were built 

by EEW in Rostock, while LMG 

in Lübeck undertook the interior 

work. Some higher quality 

steel was used to prepare Thor 

for the tough conditions expected 

in offshore construction. For 

this reason, parts of Thor’s legs 

are made of S690 steel. The jack 

housings, which contain the 

hydraulic lifting cylinders, via 

which the platform is moved 

up and down on the legs, consist 

in part of S550 steel. 

Building the platform in extreme 

weather conditions presented 

other diffi culties. For 

example, during the winter of 

2009/2010, work continued at 

temperatures as low as -22°C 

and during persistent snowfall. 

One advantage of Thor is its 

size, as it was designed to operate 

in greater depths of water, 

and another is its maximum 

load bearing capacity, which, at 

3,300 tons, is almost quadruple 

that of the Odin Jack-Up Platform 

(900 t). Thor is also unique 

in its rapid elevating speed of 

1.2m per minute. Combined 

with its 500-ton crane, the new 

elevating platform is at present 

the only one of its kind on the 

market. Thor can rise up from 

depths of 50m. Its over 80m 

long legs are pushed into the 

sea bed, lifting the 70 by 40m 

pontoon out of the water. The 

permanently installed heavyduty 

crane has a capacity of 

500 tons. With a payload of 

3,300 tons, 1,850 square meters 

of open deck space and a 

deck load capacity of 15 tons 

per square meter, the new Jack- 

Up Platform enables maximum 

working effi ciency. Hochtief 

thus provides the technical and 

economic conditions for accessing 

new offshore markets. 

Approximately 6,400 tons of 

steel, 150 tons of piping and 

118 kilometers of cable were 

used to build it. Over 320 planning 

documents were required 

for the detailed design of the 

Thor with all specifi cations. The 

experience gained in building 

and operating Odin formed the 

basis for this. Building on this, 

new standards were defi ned for 

the jack-up system, drives, ship 

systems and, not least, for the 

crew accommodation. 

Four moveable thrusters enable 

Thor to position itself independently 

on-site. The helicopter 

deck allows the crew to 

be transported faster and more 

easily. As an added comfort, the 

comprehensive cabin furnishings 

and recreation areas are exceptional 

for ships of this size. 

Thor provides all requirements 

for port building, working 

on existing shipping routes, 

pile foundations of large-scale 

bridges and for the development 

of new offshore projects. 

Following fi nal test runs off the 

coast of Gdansk and in Gdynia 

port, the Jack-Up Platform was 

transported by tugboats across 

the Öresund, via Helsingborg 

and Skagen to Bremerhaven 

in April 2010, and performed 

its fi rst job at the same time: It 

carried lifting decks for building 

the Kaiserschleuse lock in 

Bremerhaven. 

The authors: 

Rolf Koletzek, Head of Plant and Equipment Management, 

and Christian Bauer, Construction Manager, 

Hochtief Construction AG Civil Engineering and Marine 

Works, Hamburg; 

Ulrich Trottnow, Communications Offi cer, Hochtief 

Construction AG, Essen 

Jack-Up Platform Odin: deployed during anchoring works of 

foundations for alpha ventus 

The supplier of 

• Switchboards and Consoles 

• Power Management Systems 

• Alarm/ Monitoring and Safety Systems 

• Navigation- and Communication Systems 

• Installation and Test/ Commissioning 

for the Jack up Platform „THOR“ 

Schwertfegerstraße 12 

23556 Lübeck · Germany 

Phone +49 (451) 89002-0 

Fax +49 (451) 892103 

E-Mail: Luebeck@rs-stolze.net 

Electronics for Shipbuilding 

Ship & Offshore | 2010 | No Ship & Offshore | 2010 | N 3 97 

o 3 97

OFFSHORE & MARINE TECHNOLOGY | OFFSHORE WINDENERGY 

A titan of wind turbine 

installation units 

Two NG-9000C are under construction at Lamprell for Fred Olsen 

GUSTOMSC | The latest additions 

to the fl eet of Wind Turbine 

Installation Units are the 

NG-9000C class units of the 

NG series by GustoMSC. The 

NG series are GustoMSC proprietary 

designs characterized 

as 4-legged units with DP2 positioning, 

high jacking speeds, 

effi cient cranes and large variable 

load and deck space. 

The requirements for a Wind 

Turbine Installation Units can 

be highlighted as: 

� 

Effi cient installation se- 

quence for foundation, transition 

piece, tower, nacelle and 

hub plus rotors, 

� Installation objective for 

either foundation or tower/nacelle 

1 – 2 days, 

� Positioning preferred on 

DP, no mooring lines, 

� 

Logistics with sailing speed 

and variable load. 

The variable load and the large 

net deck space of the NG- 

9000C unit enables ten sets of 

3.6 MW wind turbines to be 

transported in one haul. For 

the different projects one can 

see that the selection of the 

hub and more specifi cally the 

hub port largely determines 

the sailing time of the vessel. 

With all new fi eld developments, 

these hub ports are also 

under development. In general, 

sailing distances of 300 miles 


should be considered. Consequently 

the transit speed of the 

vessels is to be optimized. 

The NG-9000C has a proven 

hull shape and with the three 

3,500 kW azimuthing thrusters, 

a transit speed of 12 knots 

can be achieved. Thus for a 

300 miles haul, the transit time 

is approximately 30 hours. 

Arriving on location, the vessel 

is equipped with a DP2 dynamic 

positioning system, enabling 

the vessel to position at the desired 

location. The DP system 

capability is tuned towards 

the maximum jacking condition. 

In 1.8m signifi cant waves, 

14 m/s wind and 1 m/s current, 

the vessel can remain on location 

with the legs lowered near 

to the seabed. DP is a must for 

fast and effi cient operations, as 

no tug boats and/or mooring 

system is to be deployed. 

The vessel is powered by 

four diesel generator sets of 

4,300 kW each. The dieselelectric 

system is powering the 

6.6 kV main bush bars. The 

thrusters, HPU’s and main 

crane are powered through the 

690V switchboards. The 440V 

and 220V switchboards complete 

the electric system. 

The accommodation deckhouse 

is situated at the forward 

end of the vessel, while the engine 

rooms are located in the 

ship’s center – away from the 

accommodation spaces. 

Continuous cylinder jacking 

system 

The vessel is equipped with 

the latest development of the 

GustoMSC continuous cylinder 

jacking system. This pin-inhole 

system operates with four 

jacks per leg of which three 

systems are engaged (elevating 

or lowering) while one system 

is in the recycle mode. This 

jacking system realizes a lifting 

speed of 29 m/hr at maximum 

elevated weight. Leg handling 

speed is up to 40 m/hr. 

After touchdown of the legs, 

the preloading operation 

takes place to secure the vessel. 

The advantage of the four 

legged unit is the fast diagonal 

preloading. In elevated condition, 

the vessel can withstand 

with full variable load the year 

round survival condition of 

10.8m signifi cant waves, 41m/s 

wind and 1.25m/s current at 

a maximum water depth of 

45m. 

„Wrap around the leg“ 

cranes 

The “Wrap around the leg” 

column crane is the answer for 

effi cient installation lifts and 

freeing the deck for storage of 

wind turbine modules. 

� 

MAIN DATA NG-9000C 

When locating the crane at the 

edge of the free deck area, the 

deck area served by the crane 

hook is maximized. Positioning 

the crane close to the side 

of the jack-up the crane outreach 

is most effectively used. 

However, the obstruction of 

the work space by the nearby 

legs is still present. Observing 

this, the mind-step to arrange 

the crane around one of the 

jack-up legs is easily made. 

Since the jack-up leg penetrates 

the centre of the crane, the 

bogie-wheel bearing system 

was selected. A relatively large 

diameter circular bulkhead 

supporting the bogie-wheels 

is designed on top of the jack 

house, thus providing suffi - 

cient internal free opening for 

the leg to penetrate. The fi tting 

of individual bogie-sets 

to compose the bearing system 

also very conveniently decouples 

the construction of crane 

and jack-up leg. 

Three units of the NG-9000C 

Wind Turbine Installation 

Units are under construction 

at two yards. Drydrocks World 

SEA started the construction 

of the fi rst NG-9000C in December 

2009 for delivery early 

2012 and Fred. Olsen Windcarrier 

has ordered two units at 

Lamprell Shipyard Ltd., Dubai, 

for delivery mid 2012. 

Length 130 m 

Width 39 m 

Height 9 m 

Power 4 x 4,300 kW generator sets 

1 x 600 kW emergency set thrusters 

3 x 3,500 kW azimuthing 

3 x 1,750 kW bow tunnel 

Accommodation 90 POB 

Variable load 6,500 t 

Crane type GLC-800-ED 

Main hoist 800 t @ 24 m 

Whip hoist 50 t @ 90 m

Call for EU investment 

OFFSHORE WIND POWER | 

The Community of European 

Shipyards’ Association (CESA) 

and the European Wind Energy 

Association (EWEA) are calling 

on the European Commission 

and the European Investment 

Bank (EIB) to support the 

building of new ships to serve 

the expanding offshore wind 

energy market over the coming 

years. 

CESA and EWEA urge the European 

Commission to develop 

programmes and funding 

mechanisms, and for the European 

Investment Bank to take 

the necessary measures to support 

the risk related to the necessary 

signifi cant investments, 

to ensure that a suffi cient 

number of wind park installation 

vessels are available to the 

offshore wind industry. 

They also argue that the offshore 

wind power industry 

KEEP COOL AT 

SEA WITH AN 

ENERGY-SAVING 

SOLUTION 

CUE 

– frequency converter. 

should be identifi ed as a key industry 

in the EU’s 2020 strategy 

for smart, green growth. 

Investments in new installation 

ships totalling 2.4 billion 

Euro are needed for the 

predicted growth of offshore 

wind. By 2020, the installation 

of thousands of offshore wind 

turbines, as well as the necessary 

substructures and cables 

is foreseen by EWEA, equivalent 

to building as much as 

40,000 MWs per year. 

This is said to require ten to 

twelve new heavy lift vessels, 

other vessels for transporting 

foundations, towers, nacelles 

and blading systems. New ports 

will have to be built across Europe 

as well. 

The offshore wind industry 

in Europe currently employs 

19,000 people, a level which is 

expected to rise to 156,000 jobs 

by 2020. 

PACO VLS 

– handles all water services 

aboard marine vessels. 

Renewable energy 

ORECCA | A European initiative 

called ORECCA (Offshore 

Renewable Energy Conversion 

platforms Co-ordination Action) 

has come into operation 

on March 1, 2010. ORECCA is 

a project developed under the 

EU’s 7 th Framework Programme 

for research and development, 

and brings together 28 partners 

comprising individual 

companies, technology centres 

and universities from twelve 

EU countries in a scheme to 

develop deep-water structures, 

which can exploit wind, wave, 

tidal and ocean current energy 

sources. It will last eighteen 

months and receives a fi nancial 

contribution from the EU of 

1.59 mil. Euros. 

ORECCA aims to create a framework 

for knowledge sharing by 

developing a research roadmap 

for activities in the context of 

offshore renewable energy. This 

will help defi ne strategic investment 

opportunities, R&D priorities 

and the regulatory and 

socio-economic factors which 

need to be addressed in order 

to achieve a strategy for a European 

policy on development of 

the offshore renewable energy 

sector. ORECCA is also designed 

to overcome the knowledge 

fragmentation, which exists in 

Europe in connection with offshore 

renewable energy. Genoabased 

classifi cation society RINA 

has confi rmed its participation. 

Its role in ORECCA is to lead the 

workgroup in charge of reviewing 

and benchmarking available 

and proposed technology, with 

a view to achieving state-of-theart 

defi nition and establishing 

the applicability of the rules 

to each type of structure in the 

offshore wind energy, wave and 

tidal energy, as well as in the oil 

& gas sectors. 

If you are looking to reduce energy consumption at sea, the PACO VLS pump is 

the obvious solution. Equipped with an external frequency converter, the 

pump automatically adjusts its speed according to the temperature of the sea. 

This means that you do not waste energy cooling the engine at maximum 

speed when there is no need for it. Instead you can rely entirely on Grundfos’ 

advanced technology to save you both energy and money at sea. 

Please visit www.grundfos.com for more information on our E-solutions.

OFFSHORE & MARINE TECHNOLOGY | NEW BUILDING 

The NED 8167L design Kohoe Tide 

Offshore Support Vessels 

from Poland 

AHTS | The history of in-house designed AHTS vessels at the Remontowa Group dates back to 

2005, when the fi rst unit was delivered for Tidewater Marine. As many as 23 units have been 

ordered since, and the original NED 8167 design has been further refi ned into the most recent 

NED 8167L design. 

The Remontowa yard 

originally developed a 

design in response to 

Tidewater’s invitation for bids 

for vessels capable of 80, 100 

and 120 t bollard pull while 

operating in shallow waters 

with draught of 4.6m. The 

design was conceived by Naval 

Engineering & Design 

Ltd – NED ship design and 

consultancy belonging to the 

Remontowa Group. Important 

design objectives were 

simple construction and low 

operating costs. In order to 


minimize the vessel’s operating 

costs the yard focused on 

improving speed, deadweight 

and cargo capacity and based 

its design on the initially assumed 

size of the propulsion 

plant. The new hull was designed 

and tested in cooperation 

with the Gdansk Ship 

Research Centre (Centrum 

Techniki Okretowej – CTO). 

It was found suitable for various 

OSV type vessels offering 

the benefi ts of increased 

load and speed. Greater load 

capacity and the ability to 

increase the number of trips 

in a given time thanks to increased 

speed at comparable 

fuel consumption has been 

seen as an important outcome 

of the design process. 

An additional benefi t for the 

ship operator is the fl exibility 

of the vessel, as it can operate 

both in shallow waters as well 

as in deep sea. 

The order book kept growing 

owing to contract extensions 

from Tidewater and attracting 

other renowned ship 

owners. Thus, as many as 23 

units have been ordered so 

far, which is a great success 

for a design not coming from 

one of the traditional leaders 

in OSV designs. The AHTS 

vessels have been ordered by 

widely known names, such 

as Tidewader Marine Inc. of 

New Orleans in the fi rst place 

(16 units, ranging in bollard 

pull from 90 t, through 125 

to 155 t) as well as two further 

US based operators Edison 

Chouest Offshore LLC (three 

units of 155 t bollard pull) 

and GulfMark Offshore Inc

(120 t bollard pull version) 

and Marnavi Offshore (Marnavi 

SpA) of Italy (each of the 

latter ordering two ships). 

The fi rst two vessels were J. 

Hugh Roff Jr. and Big Joe Tide. 

They represented the NED 

8167 design. Commencing 

from Du Moulin Tide and 

Leonard Tide, the NED 8167L 

has been introduced. The latter 

was based on the NED 

8167 project, being improved 

on the basis of the experiences 

gained during operation of 

the initial units, but with bollard 

pull increased to 120 t 

and with a ship’s length of up 

to 70.00m, while keeping her 

breadth of 15.50m and depth 

to the main deck of 6.60m 

unchanged. Simultaneously, 

the vessel capacities were increased. 

The most recent AHTS, 

named Sea Victor, destined 

for Houston based GulfMark 

Offshore, is currently being 

outfi tted and its delivery is 

expected around mid 2010. 

Of the two units ordered by 

Italian operator Marnavi, one 

has been delivered, while the 

other one is currently undergoing 

sea trials. 

The NED 8167L design appears 

so fl exible that it is also 

available in versions featuring 

bollard pull upgraded to 165 T 

by using different type of engines 

and bigger propellers. 

Remontowa SA and its ship 

design offi ce Naval Engineering 

& Design – NED are preparing 

and/or already have on 

offer new designs of anchorhandlers 

with 180-250 t range 

of bollard pull, which, at the 

same time, are conforming to 

new rules and regulations – 

especially the Clean Design. 

Also available is the Clean 

Design version of AHTS vessels 

based on the hull of 70- 

155 t bollard pull. Also other 

AHTS and PSV (Platform Supply 

Vessels) designs are available 

from Naval Engineering 

& Design - NED for construction 

at Remontowa’a Gdansk 

based Northern Shipyard. 

The propulsion for the typical 

NED 8167L design vessel 

delivered to Tidewater Inc. 

is based on Caterpillar 16- 

C280 type two stroke twin 

diesel main engines delivering 

5,060 kW each to nozzled 

controllable pitch propellers 

through reduction gears. 

The machinery is calculated 

to provide service speed of 13 

knots, although maximum 

speed is expected to exceed 

15 knots. 

The overall power plant effi - 

ciency is improved by adopting 

1,740 kW shaft generators. 

The vessel features a 

DP-2 class dynamic positioning 

system, so three side 

thrusters of 800 HP each as 

well as two auxiliary generator 

sets, 250 kW each, were 

fi tted to satisfy the increased 

power demand for DP mode 

of operation. 

A waterfall-type, low pressure 

driven, 350 t dynamic 

load towing winch based on 

two declutchable towing and 

anchor-handling drums, each 

with the holding capacity 

for 1,500m of 72m diameter 

wire, is installed. Towing outfi 

t includes a double storage 

reel to accommodate 1,000m 

of 64mm wire, and two tugger 

winches of 10 t pull each, 

500 t shark jaw and towing 

pins. The stern roller dimensions 

are 4.0m of length and 

2.5m of diameter and should 

accommodate 400 tones of 

� 

TECHNICAL DATA 

the design load. The ship has 

a contractual bollard pull of 

155 t, although almost 160 t 

was achieved at trials. 

In addition to anchor handling 

and towing functions, 

the NED 8167L type ship is 

adopted to rig and platform 

supply services by means of an 

open deck capacity for 1,000 t 

of equipment and other load, 

together with tanks for drill 

water, potable water, liquid 

mud, fuel oil and dry bulks 

(cement, bentonite, barites 

etc.), to be located under 1 st 

deck. Moreover, vessels of 

this design offer the possibility 

to be used as supporting 

fi re fi ghters with their two 

1,200 m 3 fi re monitors provided 

on the superstructure. 

Type of vessel AHTS 

Length over all 70.00 m 

Length between perpendiculars 63.60 m 

Breadth moulded 15.50 m 

Depth to 1-st Deck 6.60 m 

Design draught 5.10 m 

Scantling draught 5.30 m 

Main Engine MCR 2x5,060 kW 

Speed (at 5.0 m draught) 14.0 kn 

Bollard pull 155 t 

Deadweight at 5.1 m 1970 t 

Deadweight at 5.3 m 2000 t 

Gross tonnage 2301 

What do you expect from your 

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OFFSHORE & MARINE TECHNOLOGY | INDUSTRY NEWS 

Solstad offshore vessels converted 

GIBDOCK | Solstad Offshore 

is redeploying two platform 

supply vessels as potable water 

and fuel oil carriers to service 


Brazil’s offshore rig market for 

Petrobras, after completion of 

a major conversion project at 

Gibdock. 

Normand Trym and Normand Vibran side by side 

The four week project saw 

the 2006-built Normand Trym 

(3,326 dwt) in drydock and 

the 2008-built Normand Vibran 

(3,376 dwt) alongside at the Gibraltar 

yard, in order that mud 

tanks on each 74m long by 16m 

wide UT755 LN vessel could be 

converted to store 1,500m 3 of 

fresh water storage, with other 

tanks converted for 800m 3 of 

fuel oil carriage. 

This was said to be an extensive 

job in terms of planning and 

complexity, while limited access 

to tanks made welding challenging 

and restricted the number of 

men on board at any given time, 

dictating the pace of work. 

As well as general steelwork, the 

job included installation of steel 

tank fl oors, which were prefab- 

New criteria for fl oating offshore 

liquefi ed gas terminals 

ABS | Classifi cation society ABS 

has announced the release of its 

latest Guide for Floating Offshore 

Liquefi ed Gas Terminals, 

refl ecting the latest structural 

design and analysis developments 

in gas handling, storage 

and transportation. 

The new Guide provides criteria 

that can be applied to the classifi 

cation of the hull structure of 

fl oating offshore liquefi ed gas 

terminals (FLGTs) with membrane 

tanks or independent 

prismatic tanks. 

The newly released criteria from 

ABS addresses liquefi ed gas terminals 

with ship-shaped or 

barge-shaped hull forms, having 

single center cargo tanks 

or two cargo tanks abreast arranged 

along the centerline of 

the terminal’s hull. 

This new release is based on the 

design and analyses experience 

gained by the society from classing 

membrane tank LNG carriers, 

liquefi ed LNG and LPG gas 

carriers with independent tanks 

and FPSOs (Floating Production 

Storage and Offl oading) . 

Structural design challenges are 

being driven by the increase in 

the size of terminal hulls, shallow 

water load effects, frequent 

partial fi lling, offl oading operations 

and critical interfaces 

between the hull and topside 

structure and between the hull 

and position mooring system. 

FLGT concepts have broached 

the possibility of hull structures 

up to 450m in length and 70m 

in breadth, which would make 

them the largest ship-shaped 

units to be built. With the hull 

structure so large, designs with 

two cargo tanks abreast are being 

proposed to minimize the 

internal load effects, particularly 

from sloshing within the 

partially-fi lled tanks during 

loading and discharge operations. 

The onsite environment is typically 

close to shore so shallow 

water effects, which can place 

more severe environmental 

loads on the hull structure 

than when it is in deeper water 

depth, need to be considered. 

Frequent partial tank fi lling is 

also an important factor in establishing 

adequate strength to 

resist the dynamic loads from 

sloshing. 

Two other important considerations 

in the structural analysis 

include offl oading operations 

and hull and topside interface. 

Offl oading operations, either 

side-by-side or in tandem, have 

an impact on a fl oating terminal’s 

response motions as the 

coupling effects and relative 

motions between the terminal’s 

hull and offl oading vessel 

must be taken into consideration. 

Analyses of the hull and 

topside interface are said to be 

critical as the size and weight of 

the topsides modules is signifi - 

cant. 

To support the technical guidance 

it is now providing for 

FLGTs, ABS has developed 

proprietary software. The soft- 

ricated by Gibdock in order to 

minimize the need to weld in 

position. A 600 mm cofferdam 

arrangement needed to be built 

into the tank bottoms on both 

vessels to satisfy class requirements. 

All converted tanks were blasted 

and coated, with a specialized 

500 micron thick Sigma paint 

applied in a single operation. 

The job also saw the No:1A ballast 

water tank (Forepeak Tank) 

blasted and coated for carriage 

of fresh water. 

According to Gibdock the modernization 

of existing pipe and 

valve work and the installation 

of new pipe work for fresh water 

carriage proved a demanding 

task as well, involving galvanization. 

ware provides calculations for 

evaluating structures considering 

buckling, yielding, ultimate 

strength and fatigue strength. 

Importantly, the fl oating terminal 

structural criteria takes 

into account low cycle fatigue 

which factors in the cyclic and 

more frequent loading and discharge 

nature of a fl oating terminal 

as compared to a trading 

LNG carrier. 

ABS’ evaluation of a fl oating 

gas project is based upon the 

application of prescriptive requirements, 

sea-keeping studies, 

structural strength and 

fatigue analysis, assessment of 

the containment system, including 

sloshing analyses and 

an evaluation of the station 

keeping systems. As applicable, 

ABS will review the topsides, 

the gas processing and 

liquefaction plants or the regasifi 

cation modules and use 

advanced risk analysis to verify 

that accepted safety standards 

are attained.

My Vision Ambitious and challenging offshore installations in harsh 

environments have to be designed and optimized totally from an operational 

point of view taking into consideration the full range of determining factors, 

such as technical possibilities, investment requirements, lifecycle and 

operational costs. This sounds unpretentiously simple. So why is this still a 

remarkable vision or philosophy? 

SEA2ICE 

DR.-ING. WALTER L. KUEHNLEIN 

Stadthausbruecke 1-3 

D-20355 Hamburg 

Services 

� Operational optimized design philosophies and 

concepts for offshore installations in harsh 

environments, especially in ice covered waters 

� Evacuation concepts for ice covered waters 

� Supervision of numerical simulations and model 

tests in ice and open waters 

Currently, offshore projects 

are mostly designed from 

an engineering point of view, 

i.e. the most reasonable 

solution is developed. It is 

essential to develop a holistic 

concept at a very early 

stage of a project. This makes 

it possible to formulate 

new offshore concepts and 

dramatically cuts construction 

and lifecycle costs. Cost 

reductions of up to 50% are 

achievable particularly for 

projects in ice covered waters. 

SE SEA2 A2 A IC I E . DR DR.- .- .-IN IN ING. G. G W 

W WWAL 

AL A TE T R L. L KUE U HNLEIN IN I | 

S 

SSta 

ta t dt dtha ha haus us usbr br brue ue ueck ck cke e 1- 1 3 | D-2035 355 5 Ha H mb mbur ur u g | ad advi vi vice ce ce@s @s @sea ea ea2i 2i 2 ce ce.c .c . om o | wwww 

ww w .s .sea ea ea2i 2i 2ice ce ce.c .com com 

| 

Ha Hamb mb mbur ur urg g +4 + 9- 9 40 -2 -226 2 26 2 1 46 4 33 3 | | H HHou 

H ou oust st ston on o +1- 1- 1 28 281- 1- 1 97 973 3 61 6146 46 4 | 

| H 

HHon 

on ong g Ko K ng +852-81 8170 70 3 

322 22 223 3 | Lo L nd ndon on +44 44 44-2 -20- 2 0- 0-81 81 8133 33 3 614 146 | Singapore e +6 +65- 5- 5 31 3108 08 0055 

55 559 


SHIP & PORT OPERATION | TRENDS 

Shipping confi dence hits 

fi fteen-month high 

FREIGHT MARKET | A survey 

undertaken by Moore Stephens 

revealed that owners, managers 

and charterers were all more 

confi dent of making a major 

investment over the next twelve 

months, while there was a noticeable 

rise in the numbers of 

respondents expecting to see 

an increase in freight rates in 

the tanker and container ship 

sectors. On a scale of 1 to 10, 

the average confi dence level expressed 

by respondents in the 

markets in which they operate 

was 5.9, compared to 5.7 in the 

previous survey in November 

2009, which itself equalled the 

highest recorded level for twelve 

months. The overall confi dence 

level achieved in the fi rst Moore 

Stephens survey in May 2008, 

meanwhile, was 6.8. Ship managers 

expressed the most signifi - 

cant increase in confi dence over 

the latest three-month period, 

up from 5.8 to 6.2, the highest 

score recorded by any category 

of respondent since May 2008. 

Confi dence was also up during 

the period among owners (from 

5.7 to 5.9) and charterers (5.6 

to 5.8), while brokers were the 

only category in which confi - 

dence dropped, from 5.7 to 5.5. 

Geographically speaking, confi - 

dence was up in the four main 

regions covered by the survey 

– Asia, Europe, North America 

and Latin America. Europe is the 

only region which has reported 

increased confi dence in each 

of the last fi ve surveys, during 

which time it has risen from 5.2 

to 5.8. 

A number of responses to the 

survey exhibited continued 

confi dence in shipping’s ability 

to bounce back in line with the 

traditionally cyclical nature of 

the markets, pointing to signifi - 

cant growth trends in emerging 

Asian, Indian and African 

markets as a springboard for 

recovery elsewhere, principally 

in Europe and North America. 

But many respondents still exhibited 

a high level of concern 


An increase is expected in the container ship sector 

about the state of shipping and 

the economy in general. 

Expectations on the part of respondents 

of making a major 

investment or signifi cant development 

over the next twelve 

months were up overall to their 

highest level since May 2008, at 

5.3 out of a possible maximum 

of 10.0. Managers recorded the 

highest level of expectation, 

their score rising from 5.0 to 

5.7, while charterers and owners 

also reported increased expectations. 

The increase was evident 

across all four main geographic 

regions, but was most pronounced 

in Asia, where it rose 

from 5.0 to 5.6. 

For the fi fth survey in succession, 

respondents identifi ed 

demand trends (27% overall) as 

the single most important factor 

likely to affect their business 

performance over the coming 

year, although it was noticeable 

that both managers and 

charterers considered it of less 

importance than at the time 

of the previous survey. In their 

view, competition had assumed 

increasing importance over the 

latest three-month period. And 

it was once again competition 

(18%) and the cost and availability 

of fi nance (17%) which 

fi gured as the two other most 

signifi cant factors likely to affect 

the performance of respondents 

overall. Tonnage supply and operating 

cost continue to assume 

increasing importance in the 

thinking of respondents over the 

life of the survey to date. 

Owners, charterers, managers 

and brokers all expected fi nance 

costs to rise over the next twelve 

months, the overall fi gure for all 

respondents in this regard rising 

fi ve percentage points from 48% 

to 53%. While the overall expectation 

was at its highest level 

since October 2008, there was a 

difference of opinion geographically, 

with more respondents in 

Europe (50% from 44%) and 

North America (69% from 58%) 

expecting an increase in costs 

compared to last time, while 

such expectations decreased in 

Asia (55% from 58%) and Latin 

America (36% from 50%). So 

far as the markets are concerned, 

there was a noticeable turnaround 

in opinion, with a rise in 

the number of respondents who 

believed that rates in the tanker 

and container ship sectors were 

likely to be higher in twelve 

months’ time, in the latter case 

by almost 20 percentage points, 

while the overall expectation of 

improved rates in the dry bulk 

trades remained unchanged. 

Despite the increased level of 

optimism, there was still a high 

level of concern about the current 

state of the markets. 

In the tanker market, the number 

of respondents overall who expected 

rates to go up rose from 

42% to 46% this time, with the 

most signifi cant shift in opinion 

being expressed by charterers, 

where there was a 37 percentage 

point rise (to 59%) in the 

number of respondents who 

thought rates would increase 

over the coming year – this following 

a 13 percentage point fall 

in the previous survey on the August 

2009 fi gures. Expectations 

of higher rates, on a more modest 

scale, were also expressed by 

both owners and managers. 

In the dry bulk market, meanwhile, 

expectation of rate increases 

was pegged at 38% 

overall. Charterers were alone 

in anticipating that rates would 

increase signifi cantly, rising by 

9 percentage points to 42%. A 

number of respondents felt that 

the bulk sector was overbuilt far 

beyond demand. One quoted 

unoffi cial fi gures suggesting that 

between 30 and 50% of bulker 

newbuilding orders had been 

cancelled and suggested that, if 

that was the case, and given continued 

demand from China for 

tonnage, the market would be 

strong and healthy. 

It was in the container ship sector, 

however, that the biggest 

changes were to be found. There 

was a 19% increase overall to 

45% in the number of respondents 

expecting rate increases 

over the next twelve months. All 

categories of respondent were 

agreed on this point. In the case 

of charterers and owners, the increases 

compared to the previous 

survey were 22 and 21 percentage 

points respectively at 45% and 

46%, and, in the case of brokers, 

no less than 26 percentage 

points at 48%. Moore Stephens 

shipping partner, Richard Greiner, 

comments, “The increase in 

confi dence in shipping markets 

worldwide is excellent news. Of 

course, serious concerns persist 

about the business climate for 

the international shipping industry. 

Being optimistic about rate 

increases is not the same thing as 

rates actually going up, but it is 

a start. Confi dence breeds more 

confi dence, which in turn can 

breed success.”

SHIP & PORT OPERATION | CLASSIFICATION 

Pilot scheme for extended drydocking 

LIBERIAN REGISTRY / GL | 

The Liberian Registry has developed 

a pilot scheme to extend 

compulsory drydocking intervals 

to seven-and-a-half-year 

intervals to help provide the 

fl exibility urgently required by 

shipowners and operators in 

the current diffi cult economic 

climate. 

The intervals or periods between 

external inspection of 

ships’ bottoms which are specifi 

ed in SOLAS and in classifi cation 

society regulations provide 

that a minimum of two exterior 

inspections of the ship’s bottom 

should be held during the 

fi ve-year validity period of the 

Safety Construction Certifi cate. 

But it is widely recognised, by 

classifi cation societies and by 

others, that hull coatings have 

advanced over the years and 

that new products are now 

available which are more durable 

and which last longer 

than the products and technology 

which were available 

when these rules were drafted. 

The result is a reduction in the 

need for frequent drydocking 

to maintain and repaint, and 

a recognition that drydocking 

cycles are no longer inexorably 

linked to class renewal cycles. 

While the extended drydocking 

offers tremendous fl exibility 

and savings in positioning and 

docking costs, it also reduces 

the off-hire times and allows 

owners to bring additional 

scheduling options to the table 

during charter party negotiations. 

The programme, unveiled 

at the Annual General Meeting 

of the Liberian Shipowners’ 

Council in Hamburg, defi nes 

the requirements which need to 

be fulfi lled so that owners can 

keep their ships in lay-up with 

valid statutory certifi cates, or 

keep them running in order to 

earn money. The class renewal 

would be done via in-water 

surveys and the ships could get 

authorisation to be dry-docked 

later. The scheme will require a 

qualifi ed ship to be dry-docked 

at seven-and-a-half-year intervals 

provided that two consecutive 

in-water surveys are 

satisfactorily conducted during 

the intervening period. Liberia 

has already co-operated with 

Germanischer Lloyd, ClassNK, 

and Det Norske Veritas. The 

scheme would continue until 

the ship reaches fi fteen years 

of age, but could possibly 

be extended to twenty years, 

subject to satisfactory service 

experience. Flag administration 

and classifi cation society 

approval would be required in 

each case. Preparatory reviews, 

suitably documented, would 

be required prior to the introduction 

of the scheme, covering 

items such as service experience 

with high-resistance 

hull coating systems and with 

applicable rudder and sternbearing 

arrangements, and a 

range of condition and maintenance 

reports. 

SIGNIFICANT SHIPS 

EDD by GL 

The new extended drydocking 

(EDD) option from fi ve 

to seven-and-a-half-years for 

container vessel, general cargo 

ships and multi-purpose dry 

cargo vessels has already been 

introduced by Germanischer 

Lloyd (GL) to acknowledge 

longer lasting coatings. To assure 

the highest levels of quality 

and safety, only ships meeting 

GL’s entry requirements are 

allowed into the programme. 

These requirements include 

fl ag state programme approval 

and the fi tting out of the ship 

with GL class notation IW (inwater). 

All ships must have a 

GL-approved planned maintenance 

system for the hull (e.g. 

GL HullManager) as well as 

for machinery. In addition, the 

ship must be fi tted with a shaft 

bearing and sealing system of 

approved design with implementation 

of regular monitoring 

procedures. For newbuildings, 

the hull dry fi lm thickness 

must be a minimum of 300μm, 

excluding anti-fouling, and the 

ship must be fi tted with anodes 

prepared for seven and a half 

years and/or have an impressed 

current system installed and 

maintained. For fl eet in service 

ships, ballast water tanks must 

maintain a “good” condition 

according to IACS Rec. 87, and 

the vessel must be free of any 

condition of class concerning 

underwater parts. In all cases, 

GL reserves the right to sus- 

pend the programme at any 

time if it is determined that an 

out-of-water inspection is necessary. 

In addition, this new 

scheme only works together 

with owner, fl ag state and class. 

In the case of a change in owner 

or fl ag, the EDD approval may 

be waved and a drydocking is 

immediately due/required. The 

GL EDD programme places 

great importance on planned 

hull maintenance, and ships 

for which a system has already 

been implemented will require 

GL approval as a condition of 

acceptance. For those ships 

without a planned hull maintenance 

system, GL Maritime 

Software offers GL HullManager. 

The tool supports the management 

of asset integrity for 

the ship’s hull, the implementation 

of an inspection strategy, 

the input of thickness measurement 

results from GL Pegasus, 

the marking and assessing of 

fi ndings in 3D, the attachment 

of photos to the 3D model, the 

synchronising of onboard and 

onshore databases, and the 

planning of repairs. 

With GL HullManager, EDD 

programme participants benefi 

t from detailed knowledge 

of where and when inspections 

and repairs must be performed, 

early warning of degraded hull 

condition that helps to avoid 

costly surprises in dry-dock, 

and an overview of fl eet status 

that allows avoidance of similar 

problems with sister vessels. 

The Royal Institution of Naval Architects published the 20th edition of its annual 

Signifi cant Ships series in February 2010. Produced in our usual technicallyorientated 

style, Signifi cant Ships of 2009 presents approximately 50 of the 

most innovative and important commercial designs delivered during the year 

by shipyards worldwide. Emphasis is placed on newbuildings over 100m in 

length, Each ship presentation comprises of a concise technical description, 

extensive tabular principal particulars including major equipment suppliers, 

detailed general arrangement plans and a colour ship photograph. 

Price: £46 (RINA member £40) including p+p 

available in printed or cd-rom format 

E-mail: publications@rina.org.uk www.rina.org.uk/sigships.html 

The Marketing Department, Royal Institution of Naval Architects, 

10 Upper Belgrave Street, London, SW1X 8BQ, UK. 

Tel:+44 (0)20 7235 4622 Fax +44 (0)20 7259 5912 


SHIP & PORT OPERATION | SECURITY 

Improved security in 

the Gulf of Aden 

REPORTING SYSTEM | A 

new Ship Security Reporting 

System (SSRS), which went 

live in the Gulf of Aden in the 

fi rst week of January 2010, uses 

the existing mandatory Ship 

Security Alert System (SSAS) 

to improve the response time 

of naval forces to reported pirate 

attacks. This system is said 

to be a global extension to the 

SSAS regulation, which helps 

to give the master, crew and 

the company security offi cer a 

level of confi dence. 

By using SSRS, ships under attack 

will be directly connected 

to Task Forces via the relevant 

Naval Co-ordination Centres, 

so enabling the possibility of 

deployment of a rapid, co-ordinated 

response. The company 

security offi cer is copied on 

all alerts sent to the Naval Coordination 

Centres (providing 

a clear incentive to validate the 

authenticity of the alert). Pole 

Star was approached by fl ag 

administrations and EUNAV- 

Propeller Arresters to stop pirates 

MMWC | The Merchant Maritime 

Warfare Centre (MMWC), 

a UK based maritime anti-piracy 

organisation, has launched 


FOR command to develop a 

solution that could improve 

response time to pirate attacks 

and provide real time tracking 

of ships under attack. 

SSRS, which includes MSC- 

HOA command in any SSAS 

alert transmissions, enabling 

the naval forces in the Gulf to 

check the validity of the alert, 

assign the nearest naval asset 

and provide a fast response to 

pirate attacks. SSRS is designed 

to work with existing SSAS systems, 

requiring no hardware 

installation and minimal software 

intervention. Users need 

only add the address of MSC- 

HOA to their SSAS alerts. The 

defi ned SSRS methodology 

is said to be easily integrated 

into existing ISPS Ship Security 

Plan and Best Management 

Practice procedures. Its developers 

believe SSRS can reduce 

the time taken to report a pirate 

attack to naval authorities 

from hours to as little as 30 

minutes. 

Towing ropes prevent pirates to get close to the vessel 

their latest countermeasure, the 

MMWC Propeller Arresters. 

The Propeller Arresters have 

been developed as an inte- 

Counter piracy 

training package 

SEAGULL | A completely 

new training package to assist 

seafarers in their continuing 

battle against piracy has 

been launched by Seagull AS. 

A computer-based training 

(CBT) module plus accompanying 

workbook has been 

developed, giving full procedural 

advice to assist crew 

preparedness for attacks by 

pirates. 

Designed to cultivate best 

practice in a piracy situation, 

the new Seagull CBT package 

offers guidance on how to reduce 

the possibility of pirates 

or armed robbers getting on 

board the vessel, how to manage 

a situation where pirates 

or armed robbers gain access 

to a vessel, and provides an 

understanding of how to react 

should pirates actually seize 

control of a ship. 

IMO circular MSC.1/Circ.1334 

provides guidance to ship 

owners and operators, masters 

and crews on preventing 

gral component of a layered 

defence system advocated by 

MMWC but unlike traditional 

countermeasures used in this 

method, their onboard deployment 

creates an on-water 

impenetrable security perimeter 

around a vessel. When 

crossed the Propeller Arrestor 

causes failure of the attacking 

vessel’s propulsion, rendering 

it disabled and no longer a 

threat. 

The Propeller Arresters is 

claimed to enable ships to 

prevent attacking vessels getting 

close enough to attempt 

boarding or make themselves 

such an unattractive target 

that the pirates will look for 

alternatives. 

Rigged to heavy duty booms 

and deployed prior to entry 

and suppressing acts of piracy 

and armed robbery against 

ships. It recommends the carriage 

of additional crew members 

when a ship is scheduled 

to operate in waters at high 

risk of piratical attack and increased 

emphasis on security 

training and drills. 

Seagull’s new counter piracy 

training package is said to 

have drawn on the IMO recommendations, 

but also on 

advice from Intertanko, the 

IMB, the Maritime Security 

Centre and P&I Clubs. While 

there are no mandatory requirements 

covering seafarer 

training in the skills required 

to prepare for attacks by pirates, 

Seagull believes that 

such steps would become inevitable. 

The course is principally 

aimed at support and operation 

level personnel, although 

management should be thoroughly 

familiar with the topic 

as well. 

of high risk area, the Propeller 

Arresters release lines of 

strong buoyant rope that fl oat 

on the surface of the water. 

The forward movement of the 

deploying vessel maintains 

their extension without interference 

to the vessel’s own 

propeller and is unaffected 

by the vortex’s created. Their 

specialist design is said to enable 

them to be deployed in 

approximately 30 seconds 

with minimal man power 

and remain effective when left 

unattended regardless of vessel 

speed, design, cargo and 

weather conditions. When the 

vessel arrives in safe waters, 

the Propeller Arresters can be 

wound back onto the drums 

and stored onboard ready for 

use again when required.

Ship&Offshore 

Buyer´s Guide 

The Buyers Guide serves as market review and source of supply listing. 

Clearly arranged according to references, you find the offers of international 

shipbuilding and supporting industry in the following 17 columns. 

1 Shipyards 

2 Propulsion plants 

3 Engine components 

4 Corrosion protection 

5 Shipséquipment 

6 Hydraulic + pneumatic 

7 On-board power supplies 

8 Measurement 

9 Navigation 

+ 

control devices 

+ 

communication 

10 Ship´s operation systems 

11 Deck equipment 

12 Construction + consulting 

13 Cargo handling technology 

14 Alarm + security equipment 

15 

16 

17 

18 

Port construction 

Offshore + Ocean 

Technology 

Maritime services 

Buyer‘s Guide 

Information 

Ship&Offshore Buyer´s Guide

Ship&Offshore Buyer´s Guide 

II 

1 Shipyards 

1.06 Repairs + conversions 

Heise Schiffsreparatur & 

Industrie Service GmbH 

Hoebelstrasse 55 

D-27572 Bremerhaven 

Phone +49(0)471 972 88-0 • Fax +49(0)471 972 88-188 

e-mail: info@heise-schiffsreparatur.de 

Internet: www.heise-schiffsreparatur.de 

Steel Construction, Pipe Works, Mechanical 

Engineering, Machining Technology, Berth: 220 m 

MWB Motorenwerke Bremerhaven AG 

Barkhausenstraße 60 

D 27568 Bremerhaven 

Tel. (0471) 9450-202 • Fax (0471) 9450-260 

E-Mail: Franz-Peter.Becker@mwb.ag 

Internet: www.mwb.ag 

2 floating docks 167m x 24m, +PANMAX size, 

1.000m pier facilities 

1.09 Offshore vessels 

OFFSHORE & SPECIALIZED VESSELS 

1.10 Equipment 

for shipyards 

AVEVA Group plc 

High Cross, Madingley Rd 

Cambridge CB3 0HB 

England 

Tel: +44 1223 556655 

marketing.contact@aveva.com • www.aveva.com 

Engineering design and information management 

solutions for the Plant and Marine industries 

2 Propulsion 

plants 

2.01 Engines 

SCHIFFSDIESELTECHNIK KIEL GmbH 

Kieler Str. 177 

D-24768 Rendsburg 

Tel. +49(0)4331 / 4471 0 

Fax +49(0)4331 / 4471 199 

e-mail: info@sdt-kiel.de • www.sdt-kiel.de 

mtu, John Deere,Perkins and Sisu engines 

Generating Sets 

2.02 Gears 

REINTJES GmbH 

Eugen-Reintjes-Str. 7 

D-31785 Hameln 

Tel. +49 (0)5151 104-0 

Fax +49 (0)5151 104-300 

info@reintjes-gears.de • www.reintjes-gears.de 

Ships' propulsion systems from 250 to 30.000 kW 




Tel. +49(0)4331 / 4471 0 

Fax +49(0)4331 / 4471 199 


ZF - Gears 

Your representative for 

Denmark, Finland, Norway and Sweden 

ÖRN MARKETING AB 

Phone +46 411 18400 • Fax +46 411 10531 

E-mail: marine.marketing@orn.NU 

2.03 Couplings + brakes 

KTR Kupplungstechnik GmbH 

Rodder Damm 170 • D-48432 Rheine 

Tel. +49(0)59 71 798 0 

Fax +49(0)59 71 798 698 

e-mail: mail@ktr.com • www.ktr.com 

Couplings 

REICH-KUPPLUNGEN 

Dipl.-Ing. Herwarth Reich GmbH 

Vierhausstraße 53 • D-44807 Bochum 

Tel. +49 (0)234 959 16 0 

Fax +49 (0)234 959 16 16 

e-mail: mail@reich-kupplungen.de 

www.reich-kupplungen.de 

highly flexible, flexible and rigid couplings 

R+W Antriebselemente GmbH 

Alexander Wiegand Straße 8 

D-63911 Klingenberg / Germany 

Fon: +49 (0)9372-9864-0 

Fax: +49 (0)9372-9864-20 

email: rw@rwcouplings.com 

www.rwcouplings.com 

Couplings, seawater resistent 

Voith Turbo GmbH & Co. KG 

Voithstr. 1 

74564 Crailsheim/Germany 

Tel. +49 (0)7951 32 - 0 

Fax +49 (0)7951 32 500 

E-mail: industry@voith.com 

Internet: www.voithturbo.com/industry 

Fluid couplings, Highly flexible couplings, 

Universal joint shafts, Safety couplings 

VULKAN Kupplungs - und Getriebebau 

B. Hackforth GmbH & Co. KG 

Heerstraße 66 

D-44653 Herne 

Phone: + 49 (0)2325 922 - 0 

Fax: + 49 (0)2325 71110 

e-mail: info.vkg@vulkan.com 

www.vulkan.com 

Highly flexible couplings, dampers, elastic 

mounts and driveline components 


2.04 Shaft + shaft systems 

SCHOTTEL-Schiffsmaschinen GmbH 

Kanalstraße 18 

D 23970 Wismar 

Tel. +49 (0) 3841 / 20 40 

Fax +49 (0) 3841 / 20 43 33 

e-mail: info-ssw@schottel.de • www.schottel.de 

Controllable-pitch propeller units, 

Shaft lines 

Am Altendeich 83 • D-25348 Glückstadt 

Tel. +49(0)4124 91 68-0 • Fax +49(0)4124 37 16 

e-mail: pein@piening-propeller.de 

Internet: www.piening-propeller.de 

Fixed and Controlable Pitch Propellers, 

Shaft Gears, Gearboxes 

2.05 Propellers 

Inline Thruster - The Compact Propulsor 

Contur ® AIR 

Fertigung -Technologie GmbH & Co. KG 

Industriestr. 12 • 18069 Rostock 

Tel: +49 (0) 381 403344-0 

Fax: +49 (0) 38 295 – 77 78 40 

E-Mail: info@air-composite.com 

www.air-composite.com 

-, Vector-, Industrie-Propeller 

ANDRITZ HYDRO GmbH 

Escher-Wyss-Str. 25 

D-88212 Ravensburg 

Tel. +49(0)751 29511 0 

Fax +49(0)751 29511 679 

e-mail: cpp@andritz.com 

www.escherwysspropellers.com 

Controllable Pitch Propellers 

SCHOTTEL-Schiffsmaschinen GmbH 

Kanalstraße 18 

D 23970 Wismar 

Tel. +49 (0) 3841 / 20 40 

Fax +49 (0) 3841 / 20 43 33 

e-mail: info-ssw@schottel.de • www.schottel.de 

Controllable-pitch propeller units, 

Shaft lines

Voith Turbo Schneider 

Propulsion GmbH & Co. KG 

Postfach 20 11 

D-89510 Heidenheim/Germany 

Tel. +49 7321 37-6595 • Fax +49 7321 37-7105 

E-Mail: vspmarine@voith.com 

www.voithturbo.com/marine 

Voith Schneider Propeller 

2.06 Rudders + 

rudder systems 

HATLAPA 

Uetersener Maschinenfabrik GmbH & Co. KG 

Tel.: +49 4122 711-0 

Fax: +49 4122 711-104 

info@hatlapa.de 

www.hatlapa.de 

Steering Gears, Shaft-Ø from 120 up to 1.000 mm 

Rotary vane up to 2.000 kNm 

Hans-Böckler-Str. 50 • D-28217 Bremen 

Tel. +49(0)421-39030 • Fax +49(0)421-3903 291 

e-mail: info@macor-marine.com 

Internet: www.macor-marine.com 

Hatch Covers • Passenger Vessel-, Yacht-, 

Ro/Ro-Equipment • Rudder Systems 

Wilhelm-Bergner-Str. 15 • D-21509 Glinde 

Tel.: +49-40 711 80 20 • Fax: +49-40 711 00 86 

e-mail: oceangoing@vdvelden.com 

www.vdvelden.com 

BARKE ® Rudders and COMMANDER Steering Gears 

- High-Tech Manoeuvring Equipment - 

2.07 Manoeuvring aids 

Jastram GmbH & CO. KG 

Billwerder Billdeich 603 • D-21033 Hamburg 

Tel. +49 40 725 601-0 • Fax +49 40 725 601-28 

e-mail: info@jastram.net 

Internet: www.jastram-group.com 

Transverse Thrusters, 

Azimuth Grid Thrusters 

SCHOTTEL GmbH 

Mainzer Str. 99 

D-56322 Spay/Rhein 

Tel. + 49 (0) 2628 / 6 10 

Fax + 49 (0) 2628 / 6 13 00 

e-mail: info@schottel.de • www.schottel.de 

Rudderpropellers, Transverse Thrusters, 

Pump-Jets 

2.09 Exhaust systems 

H+H Umwelt- und Industrietechnik GmbH 

Industriestr. 3-5 

D-55595 Hargesheim 

Tel. +49 (0)671 92064-10 

Fax +49 (0)671 92064-20 

E-mail: Herbert.Roemich@HuHGmbH.com 

Internet: www.HuHGmbH.com 

Catalytic Exhaust Gas Cleaning for 

Combustion Engines on Ships 

Johnson Matthey Catalysts (Germany) GmbH 

Bahnhofstr. 43 • 96257 Redwitz / Germany 

Tel. +49 9574 81- 879 • Fax +49 9574 81 98 879 

e-mail: sinox-systems@matthey.com 

www.jmcatalysts.com 

Complete SCR and Oxidation Catalyst-Systems 

2.10 Special propulsion units 

SCHOTTEL GmbH 



Tel. + 49 (0) 2628 / 6 10 

Fax + 49 (0) 2628 / 6 13 00 


Rudderpropellers, Twin-Propellers, 

Navigators, Combi-Drives, Pump-Jets 

2.11 Water jet propulsion units 

SCHOTTEL GmbH 



Tel. + 49 (0) 2628 / 6 10 

Fax + 49 (0) 2628 / 6 13 00 


Pump-Jets for main 

and auxiliary propulsion 

2.12 Diesel service 

+ spare parts 

Chris-Marine AB 

Box 9025 

SE-200 39 Malmö, Sweden 

Tel: +46 40 671 2600 

Fax: +46 40 671 2699 

info@chris-marine.com • www.chris-marine.com 

FOR DIESEL ENGINE MAINTENANCE 

Kaiser-Wilhelm-Straße 115 • D-20355 Hamburg 

Tel. +49(0)40 413 496 0 • Fax +49(0)40 413 496 20 

e-mail: contact@gold-engine.com 

Internet: www.gold-engine.com 

Technical Service and Consulting 

for marine and power industry 

HHM 

Hudong Heavy Machinery 

see NIPPON Diesel Service 

KOBE DIESEL 


Mares Shipping GmbH 

Bei dem Neuen Krahn 2 


Tel. +49 (0)40 / 37 47 84 0 

Fax: +49 (0)40 / 37 47 84 46 

E-Mail: sales@mares.de • www.mares.de 

Ship Spare Parts for Diesel Engines, 

Compressors, Pumps, Separators etc. 

MITSUBISHI DIESEL/TURBOCHARGER 


MWB Motorenwerke Bremerhaven AG 

Barkhausenstraße 60 

D 27568 Bremerhaven 

Tel. (0471) 9450-301 • Fax (0471) 9450-220 

E-Mail: Thorsten.Hau@mwb.ag 

Internet: www.mwb.ag 

Development, modification and 

maintenance of engines 

NIPPON Diesel Service 

Hermann-Blohm-Strasse 1 


Tel. +49 (0)40 31 77 10-0 

Fax +49 (0)40 31 15 98 

e-mail: info@nds-marine.com • www.nds-marine.com 

After Sales Service - Spare Parts 

Distribution - Technical Assistance 




Tel. +49(0)4331 / 4471 0 

Fax +49(0)4331 / 4471 199 


Repairs - Maintenance 

on-board service - after sales 

3 Engine 

TAIKO KIKAI INDUSTRIES CO.,LTD 


3.04 Stuffing boxes 

for piston rods 

YANMAR DIESEL 


components 

3.01 Heat exchangers 

Hauptstraße 11 • D-38271 Baddeckenstedt 

Tel. +49 (0)5062-9641973 

Fax +49 (0)5062-9641975 

e-mail: info@is-service.de • www.is-service.de 

Maintenance and optimisation of plate heat exchangers, 

separators and fresh water generators 

POLYVERIX - H. & G. Meister AG 

Eugen-Huberstr. 11 • CH-8048 Zürich 

Tel. +41 - 44 - 431 56 46 

Fax +41 - 44 - 431 15 20 

e-mail: info@polyverix.ch 

Internet: www.polyverix.ch 

Gland- & Stuffing Boxes / Piston cooling 

parts / various sealing items 

III 



IV 

3.05 Starters 

DÜSTERLOH Fluidtechnik GmbH 

Abteilung Pneumatik Starter 

Im Vogelsang 105 

D-45527 Hattingen 

Tel. +49 2324 709 - 0 • Fax +49 2324 709 -110 

E-mail: info@duesterloh.de • www.duesterloh.de 

Air Starters for Diesel and 

Gas Engines up to 9.000 kW 

3.06 Turbochargers 

TURBO CADIZ S.L. 

Pol.Ind. PELAGATOS - C/ del Progreso 

Parcela 17A - 20A 

11130 Chiclana de la Fra. (Cadiz) España 

Tel. +34 956 407 949/50 

Fax +34 956 407 951 

e-mail: tc@turbocadiz.com • www.turbocadiz.com 

Maintenance and Repair of Industrial and Marine 

Turbochargers and Heat Exchangers in Spain 

3.07 Filters 

BOLL & KIRCH Filterbau GmbH 

Siemensstr. 10-14 • D-50170 Kerpen 

Tel.: +49 2273 562-0 • Fax: +49 2273 562-223 

info@bollfilter.de • www.bollfilter.de 

FIL-TEC Rixen GmbH 

Osterrade 26 • D-21031 Hamburg 

Tel. +49 (0)40 656 00 61 

+49 (0)40 656 856-0 

Fax +49 (0)40 656 57 31 

info@fil-tec-rixen.com • www.fil-tec-rixen.com 

Filter spare parts and accessories, bilge water 

elements, maintenance, repair and service. 

Georg Schünemann GmbH 

Buntentorsdeich 1 

28201 Bremen / Germany 

Tel. +49 (0)421 55 90 9-0 

Fax +49 (0)421 55 90 9-40 

e-mail: info@sab-bremen.de 

Internet: www.sab-bremen.de 

We filter, control and 

secure liquids and gases 

3.08 Separators 

GEA Westfalia Separator Systems GmbH 

Werner-Habig-Straße 1 • 59302 Oelde (Germany) 

Phone +49 2522 77-0 • Fax: +49 2522 77-1778 

E-mail: ws.systems@geagroup.com 

Internet: www.westfalia-separator.com 

Treatment plants for fuel and lube oil 

Hauptstraße 11 • D-38271 Baddeckenstedt 

Tel. +49 (0)5062-9641973 

Fax +49 (0)5062-9641975 

e-mail: info@is-service.de • www.is-service.de 

Maintenance and optimisation of plate heat exchangers, 

separators and fresh water generators 

3.09 Fuel treatment plants 

ELWA-ELEKTROWÄRME-MÜNCHEN 

A.Hilpoltsteiner GmbH & Co KG 

Postfach 0160 

D-82213 Maisach 

Tel. +49 (0)8141 22866-0 

Fax +49 (0)8141 22866-10 

e-mail: sales@elwa.com • www.elwa.com 

Viscosity Control Systems EVM 3 

Standard Booster Modules 

MARINE TECHNIK 

Manfred Schmidt GmbH 

Postfach 1763 

D-27768 Ganderkesee 

Tel. +49-4222-6104 • Fax -5502 

e-mail: office@marine-technik-schmidt.de 

Internet: www.marine-technik-schmidt.de 

Fuel oil supply modules for diesel engines 

„PAPS“ Pulsation Damper 

3.12 Indicators 

ABB AB 

Force Measurement 

Tvärleden 2 

SE-721 59 Västerås 

Sweden 

Phone: +46 21 32 50 00 • Fax: +46 21 34 00 05 

pressductor@se.abb.com • www.abb.com/pressductor 

Cylmate ® Diesel Engine Performance 

Monitoring Systems (MIP) 

LEHMANN & MICHELS GmbH 

Sales & Service Center 

Siemensstr. 9 • D-25462 Rellingen 

Tel. +49 (0)4101 5880-0 

Fax +49 (0)4101 5880-129 

e-mail: lemag@lemag.de 

www.lemag.de 

Schillerstr. 14 • 21365 Adendorf 

Tel. +49(0)4131 959-0 • Fax 959-111 

E-mail: sales.maritime@leutert.com 

Internet: www.leutert.com 

Digital Pressure Indicator Type DPI 2 

Engine Indicators System Maihak 

Friedrich-Barnewitz-Str. 4c • D-18119 Rostock 

Tel. +49 381 77893880 • Fax +49 381 77893889 

E-mail: maridis@maridis.de • www.maridis.de 

Maritime Diagnostic & Service 

3.13 Preheaters 

ELWA-ELEKTROWÄRME-MÜNCHEN 

A.Hilpoltsteiner GmbH & Co KG 

Postfach 0160 

D-82213 Maisach 

Tel. +49 (0)8141 22866-0 

Fax +49 (0)8141 22866-10 

e-mail: sales@elwa.com • www.elwa.com 

Oil and Cooling Water Preheating 

Hotstart GmbH 

Mottmannstrasse 1-3 

53842 Troisdorf / Germany 

Tel. +49 (0) 2241 97398 282 

Fax +49 (0) 2241 97398 281 

e-mail: europe@hotstart.com 

www.hotstart.com 

Engine heaters for diesel engines and dual fuel 

electric driven propulsion systems 

4 Corrosion 

protection 

4.01 Paintings 

International Farbenwerke GmbH 

AKZO NOBEL 

® 

Postfach 80 04 49 • D-21004 Hamburg 

Tel. +49 40 720 03-0 • Fax +49 40 720 8744 

e-mail: uwe.meier@uk.akzonobel.com 

Internet: www.international-marine.com 

Marine and Protective Coatings 

4.02 Coatings 

Steelpaint GmbH · Am Dreistock 9 

D-97318 Kitzingen · Tel.: +49 (0) 9321/3704-0 

Fax: +49 (0) 9321/3704-40 

mail@steelpaint.com · www.steelpaint.com 

1-component polyurethane corrosion coating 

systems for ports, sheet pilings, bridges, 

shipbuilding, ballast tanks. 

4.03 Surface treatment 


4.04 Cathodic protection 

Balver Zinn Josef Jost GmbH & Co. KG 

Blintroper Weg 11 • D-58802 Balve 

Tel. +49(0)2375 915 0 

Fax +49(0)2375 915 114 

CIA@Balverzinn.com • www.Balverzinn.com 

zinc anodes, zinc-aluminum anodes, magnesium 

anodes, anodes for electroplating finishing

4.05 Anodic protection 

Balver Zinn Josef Jost GmbH & Co. KG 

Blintroper Weg 11 • D-58802 Balve 

Tel. +49(0)2375 915 0 

Fax +49(0)2375 915 114 

CIA@Balverzinn.com • www.Balverzinn.com 

zinc anodes, zinc-aluminum anodes, magnesium 

anodes, anodes for electroplating finishing 

TILSE Industrie- und Schiffstechnik GmbH 

Sottorfallee 12 


Tel. +49 (0)40 56 10 14 

Fax +49 (0)40 56 34 17 

E-mail: tilse@tilse.com • www.tilse.com 

Anti marine growth and corrosion system 

MARELCO 

5 Ships´ 

equipment 

5.02 Insulating technology 

R&M Ship Technologies GmbH 

Witternstraße 2 

21107 Hamburg, Germany 

Tel. +49 40 7524440 • Fax +49 40 75244460 

e-mail: contact@shiptec.info • www.shiptec.info 

Insulation • Interior outfitting • Accommodation 

systems • HVAC • Marine furniture 

5.03 Refrigeration • HVAC 

DLK Ventilatoren GmbH 

Ziegeleistraße 18 

D-74214 Schöntal-Berlichingen 

Germany 

Phone +49 (0)7943-9102-0 

Fax +49 (0)7943-9102-10 

E-mail: info@dlk.com • www.pollrichdlk.com 

Axial- and centrifugal fans 

for marine applications 

Freudenberg 

Filtration Technologies KG 

Tel.+49 (0)6201/80-6264 | Fax +49 (0)6201/88-6299 

Weinheim / Germany 

viledon@freudenberg-filter.com 

www.viledon-filter.com 

Filters for intake air filtration of gas turbines, 

turbo chargers and HVAC systems 




Tel. +49 40 7524440 • Fax +49 40 75244460 




5.04 Sanitary equipment 

Jets Vacuum AS 

Myravegen 1 

NO-6060 Hareid 

Norge 

Phone: +47-700 39 100 • Fax: +47-700 39 101 

post@jets.no • www.jets.no 

JETSTM sanitary system is the preferred 

solution for vessels of all types 

5.06 Furniture + interior 

fittings 




Tel. +49 40 7524440 • Fax +49 40 75244460 




S&B Beschläge GmbH 

Gießerei und Metallwarenfabrik 

Illingheimer Str. 10 

D-59846 Sundern 

Tel. +49 (0)2393 22000 • Fax +49 (0)2393 1074 

info@sub-beschlaege.de 

www.sub-beschlaege.de 

Ship, boat and yacht hardware 

In brass and stainless steel material 

G. Schwepper Beschlag GmbH & Co. 

Velberter Straße 83 

D 42579 Heiligenhaus 

Tel. +49 2056 58-55-0 

Fax +49 2056 58-55-41 

e-mail: schwepper@schwepper.com 

www.schwepper.com 

Lock and Hardware Concepts 

for Ship & Yachtbuilders 

Thermopal GmbH 

Wurzacher Str. 32 

D-88299 Leutkirch 

Tel. +49 (0)7561 89-0 • Fax +49 (0)7561 89 232 

e-mail: info@thermopal.com 

Internet: www.thermopal.com 

Decorative boards and High Pressure 

Laminates for interior applications 

5.07 Ship’s doors + windows 

Alarichstraße 22a • D-42281 Wuppertal 

Tel.: +49 (0)202/94695-0 • Fax: +49 (0)202/94695-10 

Email: info@wigo-metall.de • www.wigo-metall.de 

Watertight / Gastight / Pressure Ship doors, 

Hatches, Flaps, Vent heads, Fans 

Steel Doors - Fire Doors - Ship Doors 

Podszuck GmbH 

Klausdorfer Weg 163 • D-24148 Kiel 

Tel. +49 (0) 431 6 61 11-0 

Fax +49 (0) 431 6 61 11-28 

info@podszuck.eu • www.podszuck.eu 

A 30/60 Class hinged and sliding doors 

TEDIMEX GmbH 

Hittfelder Kirchweg 21 • D-21220 Seevetal 

Tel. +49-4105-59862-10 • Fax +49-4105-59862-20 

e-mail: sales@tedimex.de 

Internet: www.tedimex.de 

glare protection 

sun protection and black-outs 




Tel. +49 (0)40 56 10 14 

Fax +49 (0)40 56 34 17 


FORMGLAS SPEZIAL ® Yacht glazing 

bent and plane, with installation 

5.08 Supplying equipment 

DVZ-SERVICES GmbH 

Boschstrasse 9 

D-28857 Syke 

Tel. +49(0)4242 16938-0 

Fax +49(0)4242 16938 99 

e-mail: info@dvz-group.de 

internet: www.dvz-group.de 

Oily Water Seperators, Oil-in-Water - Monitors, Sewage Treatment 

Plants, Ballast Water Treatment, R/O - Systems 

5.09 Waste disposal systems 



D-28857 Syke 

Tel. +49(0)4242 16938-0 

Fax +49(0)4242 16938 99 




Plants, Ballast Water Treatment 

5.10 Oil separation 



D-28857 Syke 

Tel. +49(0)4242 16938-0 

Fax +49(0)4242 16938 99 




Plants, Ballast Water Treatment 

Your representative for Eastern Europe 

Wladyslaw Jaszowski 

PROMARE Sp. z o.o. 

Tel.: +48 58 6 64 98 47 

Fax: +48 58 6 64 90 69 

E-mail: promare@promare.com.pl 

5.11 Ballast water 

management 

DVZ-BALLAST-SYSTEMS GmbH 


D-28857 Syke 

Tel. +49(0)4242 16938-0 

Fax +49(0)4242 16938 99 



N.E.I. VOS Venturi Oxygen Stripping 

Ballast Water Treatment 

V 



VI 

5.12 Yacht equipment 


Tel. +49(0)421-39030 • Fax +49(0)421-3903 291 





Your Representative for Germany 

Austria and Switzerland 

Friedemann Stehr 

Tel. +49 6621 9682930 

E-mail: fs@friedemann-stehr.de 

5.14 Shock + 

vibration systems 

Sebert Schwingungstechnik GmbH 

Hans-Böckler-Str. 35 

D-73230 Kirchheim 

Tel. +49 (0)7021 50040 

Fax +49 (0)7021 500420 

E-mail info@sebert.org • www.sebert.de 

subsidiaries in Bremen, France, Netherlands, Rumania 

More than 25 years experience 

in shock and vibration systems 

6 Hydraulic 

+ pneumatic 

6.01 Pumps 

von-Thünen-Str. 7 

D-28307 Bremen 

Tel. +49 421 486 81-0 • Fax +49 421 486 81-11 

e-mail: info@behrenspumpen.de 

Internet: www.behrenspumpen.de 

Ship Centrifugal Pumps 

Bornemann GmbH 

Industriestraße 2 • D-31683 Obernkirchen 

Phone: +49 (0)5724 390 0 • Fax: +49 (0)5724 390 290 

info@bornemann.com • www.bornemann.com 

Twin-Screw Pumps, Progressive Cavity 

Pumps, High Pressure Pumps 

Körting Hannover AG 

Badenstedter Str. 56 

D-30453 Hannover 

Tel. +49 511 2129-247 • Fax +49 511 2129-223 

Internet: www.koerting.de 

Büro Schiffbau: Tel. +49 4173 8887 Fax: +49 4173 6403 

e-mail: kulp@koerting.de 

Water jet ejectors • Bilge ejectors 

KRACHT GmbH 

Gewerbestr. 20 • D-58791 Werdohl 

Tel. +49(0)2392.935 0 • Fax +49(0)2392.935 209 

info@kracht.eu • www.kracht.eu 

Transfer pumps – Flow measurement 

Mobile hydraulics – Industrial hydraulics 

KRAL AG 

Bildgasse 40, 6890 Lustenau, Austria 

www.kral.at, e-mail: info@kral.at 

KRAL Screw Pumps for Low Sulfur Fuels. 

Magnetic Coupled Pumps. 

Markgrafenstr. 29-39 D 90459 Nürnberg 

Tel. +49 911 4306-0 Fax +49 911 4306-490 

pumpen@leistritz.com www.leistritz.com 

Screw Pumps & Systems 

Next Buyer’s Guide 

August 2010 

6.02 Compressors 

Steintorstr. 3 • D-37115 Duderstadt 

Tel. +49 (0)5527 72572 • Fax +49 (0)5527 71567 

e-mail: info@dhv-gmbh.eu 

www.dhv-palmai.de 

Spare parts for water and air-cooled compressors 

HATLAPA 


Tel.: +49 4122 711-0 

Fax: +49 4122 711-104 



Water- and air-cooled compressors 

Neuenhauser Kompressorenbau GmbH 

Hans-Voshaar-Str. 5 

D-49828 Neuenhaus 

Tel. +49(0)5941 604-0 • Fax +49(0)5941 604-202 

e-mail: nk@neuenhauser.de 

www.neuenhauser.de • www.nk-air.com 

Air- and water-cooled compressors, air receivers 

with valve head, bulk head penetrations 

Water- and air-cooled compressors 

6.04 Valves 

FAK-ARMATUREN GmbH 

Lademannbogen 53 


Tel. +49 40 538949-0 

Fax +49 40 538949 92 

E-mail: info@fak-armaturen.de 

Internet: www.fak-armaturen.de 

Marine valves, indication, 

remote controls, ship spare parts 

Industriestraße 

D-25795 Weddingstedt 

Tel. +49 (0)481 903 - 0 

Fax +49 (0)481 903 - 90 

info@goepfert-ag.com 

www.goepfert-ag.com 

Valves and fittings for shipbuilding 

Ritterhuder Armaturen GmbH & Co. 

Armaturenwerk KG 

Industriestr. 7-9 

D-27711 Osterholz-Scharmbeck 

Tel. +49 4791 92 09-0 • Fax +49 4791 92 09-85 

e-mail: contact@ritag.com • www.ritag.com 

Wafer Type Check Valves, 

Wafer Type Duo Check Valves, Special Valves 

ARMATUREN • ANTRIEBE • STEUERUNGEN • AUTOMATISATION 

VALVES • ACTUATORS • REMOTE CONTROL SYSTEMS • AUTOMATION 

Tel.: 04 21 - 4 86 03 - 0 • Fax: 04 21 - 4 86 03 - 89 

info@sander-fertigung.de • www.sander-fertigung.de 

Valves delivery ex stock 

48 hours service 

Wilhelm Schley (GmbH & Co.) KG 

Valve manufacturer 

Carl-Zeiss-Str. 4 • D 22946 Trittau 

Phone: +49 4154 80810 • Fax: +49 4154 82184 

Mail: info@wilhelm-schley.com • www.wilhelm-schley.com 

Reducing valves, Overflow valves, Ejectors, 

Safety valves, Shut-off valves, etc. 

Schubert & Salzer 

Control Systems GmbH 

Postfach 10 09 07 

D-85009 Ingolstadt 

Tel. +49 841 96 54-0 • Fax +49 841 96 54-590 

E-mail: info.cs@schubert-salzer.com 

Internet: www.schubert-salzer.com 

Georg Schünemann GmbH 

Buntentorsdeich 1 

28201 Bremen / Germany 

Tel. +49 (0)421 55 90 9-0 

Fax +49 (0)421 55 90 9-40 

e-mail: info@sab-bremen.de 

Internet: www.sab-bremen.de 

We filter, control and 

secure liquids and gases

6.05 Piping systems 

aquatherm GmbH 

Biggen 5 

D-57439 Attendorn 

Tel. +49 2722 950-0 • Fax +49 2722 950-100 

e-mail: info@aquatherm.de 

Internet: www.aquatherm.de 

fusiotherm ® piping systems for shipbuilding 

- Approval by GL, RINA + BV 

Heise Schiffsreparatur & 

Industrie Service GmbH 

Hoebelstrasse 55 


Phone +49(0)471 972 88-0 • Fax +49(0)471 972 88-188 

e-mail: info@heise-schiffsreparatur.de 

Internet: www.heise-schiffsreparatur.de 

Steel Construction, Mechanical Engineering 

Pipe Works on ships, Repair + Newbuilding 

KME Germany AG & Co. KG 

Klosterstraße 29 • D-49074 Osnabrück 

Tel. +49 (0) 541 321 3011 

Fax +49 (0) 541 321 3020 

e-mail: info-maritime@kme.com 

Internet: www.marine-applications.com 

OSNA ® - 10 pipes and components 

of CuNi 90/10 for seagoing vessels 




Tel. +49 40 7524440 • Fax +49 40 75244460 




Straub Werke AG 

Straubstrasse 13 

CH 7323 Wangs 

Tel. +41 81-725 41 00 • Fax +41 81-725 41 01 

E-mail: straub@straub.ch 

Internet: www.straub.ch 

Pipe coupling with guaranteed quality 

STRAUB – the original 

7 On-board 

power supplies 

7.01 Generating sets 




Tel. +49 4331 / 4471 0 

Fax +49 4331 / 4471 199 


Individual generating sets with 

mtu, MAN, Deutz, Volvo and other engines 

Jürgen Thiet GmbH 

Gutenbergstr. 3 • D-26632 Ihlow-Riepe 

Tel. +49 (0)4928-9192-0 • Fax +49 (0)4928-9192-40 

e-mail: info@thiet.de • www.thiet.de 

7.06 Cable + pipe transits 

8 Measurement 

Vermietung • Verkauf • Service 

Emergency power plants, generators, 

transformers 5 - 2000 kVA, 400 V - 20 kV, 50/60 Hz 

AIK Flammadur Brandschutz GmbH 

Otto-Hahn-Strasse 5 

D-34123 Kassel 

Phone : +49(0)561-5801-0 

Fax : +49(0)561-5801-240 

e-mail : info@aik-flammadur.de 

GEAQUELLO® + FLAMMADUR® 

Fire protection systems 

+ 

control devices 

8.04 Level measurement 

systems 




Tel. +49 (0)40 56 10 14 

Fax +49 (0)40 56 34 17 


pneumatic, electric und el.-pn. tank level 

gauging with online transmission 

Your Representative for Germany 

Austria and Switzerland 


Tel. +49 6621 9682930 

E-mail: fs@friedemann-stehr.de 

8.05 Flow measurement 

KRACHT GmbH 

Gewerbestr. 20 • D-58791 Werdohl 

Tel. +49(0)2392.935 0 • Fax +49(0)2392.935 209 

info@kracht.eu • www.kracht.eu 

Transfer pumps – Flow measurement 

Mobile hydraulics – Industrial hydraulics 

KRAL AG 

Bildgasse 40, 6890 Lustenau, Austria 

www.kral.at, e-mail: info@kral.at 

Fuel Consumption and Lube Oil 

Measurement for Diesel Engines. 

8.06 Automation equipment 

Schaller Automation GmbH & Co. KG 

Industriering 14 • D-66440 Blieskastel 

Tel. +49 (0)6842 508-0 • Fax +49 (0)6842 508-260 

e-mail: info@schaller.de • www.schaller.de 

VISATRON Oil Mist Detection Systems 

against Engine Crankcase Explosions 

8.09 Test kits 

Martechnic GmbH 

Adlerhorst 4 


Tel. +49 (0)40 85 31 28-0 

Fax +49 (0)40 85 31 28-16 

E-mail: info@martechnic.com 

Internet: www.martechnic.com 

Test kits, autom. monitoring systems, 

sampling devices, ultrasonic cleaning 

9 Navigation 

+ 

communication 

9.04 Navigation systems 

Am Lunedeich 131 


Tel.: +49 (0)471-483 999 0 

Fax: +49 (0)471-483 999 10 

e-mail: sales@cassens-plath.de 

www.cassens-plath.de 

Manufacturers of Nautical Equipment 

Gerhard D. WEMPE KG 

Division Chronometerwerke 

Steinstraße 23 • D-20095 Hamburg 

Tel.: + 49 (0)40 334 48-899 

Fax: + 49 (0)40 334 48-676 

E-mail: chrono@wempe.de 

www.chronometerwerke-maritim.de 

Manufacturer of finest marine chronometers, 

clocks and electrical clock systems 


August 2010 

9.05 Echo sounders 

communications 

ELAC Nautik GmbH 

Postfach 25 20 • D-24024 Kiel 

Tel. +49 431 883-0 • Fax +49 431 883-224 

e-mail: marketing@elac-nautik.com 

Internet: www.elac-nautik.com 

Single & multibeamsounders 

VII 



9.08 Telephone systems 

Neue A-TECH 

Advanced Technology GmbH 

Litzowstr. 15 


Tel. +49(0)40 32 29 26 • Fax +49(0)40 32 69 04 

e-mail: mail@neueatech.de 

9.11 Bridge equipment 

10.03 Loading + stability 

computer systems 

VIII 

Communication Systems 

Pörtner GmbH 

Werther Str. 274 

D-33619 Bielefeld 

Tel. +49 (0) 521 10 01 09 

Fax +49 (0) 521 16 04 61 

E-Mail: info@poertner-gmbh.de 

internet: www.poertner-gmbh.de 

Marine seat systems for yachts 

and commercial ships 

10 


August 2010 

Ship‘s operation 

systems 

10.01 Fleet management 

systems 

CODie software products e.K. 

isman@codie.com • www.codie-isman.com 

Integrated Fleet/Ship Management System 

Safety and Quality Management Maintenance 

Ms Logistik Systeme GmbH 

A GL Group Company 

Tel.: +49 381 6731 130 

www.msls.de 

info@msls.de 

Maritime Software Systems 

GL ShipManager (Fleet Management Suite) 

GL SeaScout (Optimized Routing) 

Müller+Blanck Software GmbH 

Gutenbergring 38 

22848 Norderstedt / Germany 

Phone : +49 (0) 40 500 171 0 

Fax : +49 (0) 40 500 171 71 

E-Mail : info@MplusB.de • www.Capstan3.com 

Capstan3 – the planners best friend 

C3-Obi – the onboard system 

Local Interface – Baplie/read and write 

11 Deck equipment 

11.01 Cranes 

BESCO 

Nordheimstr.149 

D-27476 Cuxhaven 

Tel. +49 (0) 4721 / 50 80 08-0 

Fax +49 (0) 4721 / 50 80 08-99 

E-Mail: info@besco.de • www.besco.de 

Cranes - Lashings - Survival equipment 

d-i davit international gmbh 

Sandstr. 20 

D-27232 Sulingen 

Tel. (04271) 9 32 70 • Fax (04271) 93 27 27 

e-mail: info@davit-international.de 

Internet: www.davit-international.de 

Cranes, davits and free-fall systems 

Global Davit GmbH 

Graf-Zeppelin-Ring 2 

D-27211 Bassum 

Tel. +49 (0)4241 93 35 0 

Fax +49 (0)4241 93 35 25 

e-mail: info@global-davit.de 

Internet: www.global-davit.de 

Survival- and Deck Equipment 

11.02 Winches 

HATLAPA 


Tel.: +49 4122 711-0 

Fax: +49 4122 711-104 



Anchor, mooring, spezial and research winches 

Anchor-handling and towing winches 

Your representative for Eastern Europe 


PROMARE Sp. z o.o. 

Tel.: +48 58 6 64 98 47 

Fax: +48 58 6 64 90 69 

E-mail: promare@promare.com.pl 

11.03 Lashing + 

securing equipment 

GERMAN LASHING 

Robert Böck GmbH 

Marcusallee 9 • D-28359 Bremen 

Tel. +49 (0)421 17 361-5 

Fax: +49 (0)421 17 361-99 

E-Mail: info@germanlashing.de 

Internet: www.germanlashing.de 

SEC Ship's Equipment 

Centre Bremen GmbH 

Speicherhof 5 


Tel. (0421) 39 69 10 • Fax (0421) 38 53 19 

e-mail: info@sec-bremen.de 

Internet: www.sec-bremen.de 

For container, RoRo and timber cargo 

Layout and optimization of lashing systems 

11.04 RoRo facilities 


Tel. +49(0)421-39030 • Fax +49(0)421-3903 291 





11.05 Hatchcovers 


Tel. +49(0)421-39030 • Fax +49(0)421-3903 291 





Your representative for 

Denmark, Finland, Norway and Sweden 

ÖRN MARKETING AB 

Phone +46 411 18400 • Fax +46 411 10531 

E-mail: marine.marketing@orn.NU 

11.06 Container cell guides 

SEC Ship's Equipment 

Centre Bremen GmbH 

Speicherhof 5 


Tel. (0421) 39 69 10 • Fax (0421) 38 53 19 

e-mail: info@sec-bremen.de 

Internet: www.sec-bremen.de 

Layout, 3D-design, delivery and installations 

of container related constructions 

Industriestr. 59 • D-21107 Hamburg 

Tel. +49 40 414354 0 • Fax +49 40 414354 24 

e-mail: info@wader-mcp.de 

Internet: www.wader-mcp.de 

Turn Key Supply: Cell Guides, Lashing 

Bridges, Stanchions, Fixed Equipment etc. 

11.07 Anchors 

+ mooring equipment 

Norderelbstr. 15 • D-20457 Hamburg 

Tel. +49 40 311 88-0 • Fax +49 40 311 88 155 

E-mail: service@barthels-lueders.com 

www.barthels-lueders.com 

Anchor Type SPEK (SR), HHP AC 14 (SR), HHP 

SN (SR) ...chains up to dia.127mm, B+V Swivel

Cosalt GmbH 

Winsbergring 8 


Tel. +49 (0)40 675096-0 

Fax +49 (0)40 675096-11 

germany@cosalt.com • www.cosalt.com 

Mooring ropes and 

Emergency Towing Systems 

Drahtseilwerk GmbH 

Auf der Bult 14-16 


Tel. +49 471 931 89 0 

Fax +49 471 931 89 39 

mail@drahtseilwerk.de • www.drahtseilwerk.de 

Steel wire ropes up to 84 mm, 

ATLAS ropes, DURA-Winchline 

SEACAT-Schmeding 

International GmbH 

Peuter Elbdeich 1 • D-20539 Hamburg 

Tel.+49(0)40 373646 • Fax +49(0)40 367373 

hamburg@seacat-schmeding.com 

www.seacat-schmeding.com 

11.08 Tank cleaning systems 

Antonie-Möbis-Weg 4 • D-22523 Hamburg 

Tel. +49 40 - 41 91 88 46 

Fax +49 40 - 41 91 88 47 

e-mail: consulting@mkecb.com 

Internet: www.mkecb.com 

Single + multi nozzle, programmable tank 

cleaning machines, fix mounted or portable 

12 Construction 

MANAGING RISK 

14 Classification and service beyond class 

+ consulting 

12.01 Consulting engineers 

AVEVA Group plc 

High Cross, Madingley Rd 

Cambridge CB3 0HB 

England 

Tel: +44 1223 556655 

marketing.contact@aveva.com • www.aveva.com 

Engineering design and information management 

solutions for the Plant and Marine industries 

SDC Sh i p De S i g n & Co n S u l t gm bh 

Naval Architectural Consultant and Calculation Services 

www.shipdesign.de 

e-mail: sdc@shipdesign.de 

Bramfelder Str. 164 - D-22305 Hamburg 

T.:+49(40)6116209-0 - F:+49(40)61162 09-18 

Design – Construction – Consultancy 

Stability calculation – Project management 

Dr.-Ing. Walter L. Kuehnlein 

Stadthausbruecke 1-3 • D-20355 Hamburg 

Tel. +49-40-22614633 • Fax +49-40-180248037 

advice@sea2ice.com • www.sea2ice.com 

Design and concepts for offshore structures 

in ice and open waters, evacuation concepts 

S.M.I.L.E. 

Techn. Büro GmbH 

Winkel 2 • D-24226 Heikendorf 

Tel. +49 (0)431 21080 10 

Fax +49 (0)431 21080 29 

e-mail: info@smile-consult.de 

Internet: www.smile-consult.de 

Basic Design - Detailed Design 

Outfitting - CAD/CAM - Technical Documentation 

S.M.I.L.E. FEM GmbH 

Winkel 2 • D-24226 Heikendorf 

Tel. +49 (0)431 21080 20 

Fax +49 (0)431 21080 29 

e-mail: info@smile-fem.de 

Internet: www.smile-fem.de 

FEM - Coupling - Optimization 

CFD - FSI - SHOCK - CRASH 

12.02 Ship model basins 

Bramfelder Str. 164 • D-22305 Hamburg 

Tel. +49 (0) 40 69 20 30 

Fax +49 (0) 40 69 20 3-345 

e-mail: info@hsva.de • www.hsva.de 

THE HAMBURG SHIP MODEL BASIN 

DESIGN • EXPERIMENTS • ANALYSIS 

12.03 Classification 

societies 

DNV Germany GmbH 

Bei den Mühren 1 • 20457 Hamburg 

Tel.: +49(0)40 890 590 0 

Fax: +49(0)40 890 590 30 

hamburg@dnv.com • www.dnv.com 

Germany GmbH 

Schellerdamm 2 • D 21079 Hamburg 

Tel +49 40 284 193 550 • Fax +49 40 284 193 551 

E-mail: hamburg.office@rina.org • www.rina.org 

together for excellence 

12.04 Research + development 

Nordseetaucher Gmbh 

Bramkampweg 9 • D-22949 Ammersbek 

Tel. +49 (0)4102 23180 

Fax +49 (0)4102 231820 

E-mail: info@nordseetaucher.de 

Internet: www.nordseetaucher.eu 

Offshore • Inshore • Nuclear 

Deep Tunneling • Underwater Wet Welding 

13 

13.02 Cranes 

Cargo handling 

technology 

Drahtseilwerk GmbH 

Auf der Bult 14-16 


Tel. +49 471 931 89 0 

Fax +49 471 931 89 39 

mail@drahtseilwerk.de • www.drahtseilwerk.de 

Steel wire ropes up to 84 mm, 

special ropes for hoisting and luffing 

13.03 Grabs 

MRS Greifer GmbH 

Talweg 11 • D-74921 Helmstadt 

Tel. +49 7263 91 29 0 

Fax +49 7263 91 29 12 

e-mail: info@mrs-greifer.de 

Internet: www.mrs-greifer.de 

Rope Grabs, Hydraulic Grabs, 

Motor Grabs with Electro Hydraulic Drive 


Alarm + safety 

equipment 

14.01 Lifeboats + davits 

d-i davit international gmbh 

Sandstr. 20 

D-27232 Sulingen 

Tel. (04271) 9 32 70 • Fax (04271) 93 27 27 

e-mail: info@davit-international.de 

Internet: www.davit-international.de 

Cranes, davits and free-fall systems 

Global Davit GmbH 

Graf-Zeppelin-Ring 2 

D-27211 Bassum 

Tel. +49 (0)4241 93 35 0 

Fax +49 (0)4241 93 35 25 

e-mail: info@global-davit.de 

Internet: www.global-davit.de 

Survival- and Deck Equipment 

IX 



TEDIMEX GmbH 

Hittfelder Kirchweg 21 • D-21220 Seevetal 

Tel. +49-4105-59862-10 • Fax +49-4105-59862-20 

e-mail: sales@tedimex.de 

Internet: www.tedimex.de 

UV- and whitelight searchlights 

4 Buyer's Guide 

effective from January 1st, 2010 

X 

14.02 Life jackets 

CM Hammar AB 

August Barks gata 15 

SE-421 32 Västra Frölunda 

Phone +46 31 709 65 50 • Fax +46 31 49 70 23 

info@cmhammar.com • www.cmhammar.com 

BETTER SOLUTIONS FOR SAFETY AT SEA 

14.04 Fire protection 

Neue A-TECH 

Advanced Technology GmbH 

Litzowstr. 15 


Tel. +49(0)40 32 29 26 • Fax +49(0)40 32 69 04 

e-mail: mail@neueatech.de 

Fire Detection Systems • Safety Systems 

14.06 Searchlights 

Price per entry per issue: 

Size I Size II 

H 30/B 58mm H 40/B 58mm 

1 Keyword € 90,– € 120,– 

2 Keywords each € 85,– each € 115,– 




from 6 Keywords each € 65,– each € 95,– 

16 

The Buyer’s Guide provides a market overview and an index of supply 

sources. It is clearly organised according to key words. Every entry 

in the Buyer’s Guide includes your company logo (4 colour), address 

and communications data plus a concise description of product or 

services offered. 

Target 

regions 

Issues 

16.07 Arctic + polar 

technology 

Europe International Select 

Germany/ 

Central Europe 

Worldwide Vietnam, China 

January – – 

– February February / Vietnam 

April April – 

June June June / China 

– August – 

September – – 

– October – 

November – November / China 

– December – 

Time span and discounts: 

Minimum time span for your 

booking is one year in one target 

region! Each target region 

can be booked individually. For 

bookings in several regions we 

offer the following rebate off 

the total price: 

Two target regions / year: 10% 

Three target regions / year: 20% 

Online: In addition to the printed issues, the Buyers‘ Guide also appears 

online. The premium online entry, including an active link, logo, email 

and is free of charge for all customers of the Buyer’s Guide print issue. 

Offshore + Ocean 

Technology 


Stadthausbruecke 1-3 • D-20355 Hamburg 

Tel. +49-40-22614633 • Fax +49-40-180248037 

advice@sea2ice.com • www.sea2ice.com 

Design and concepts for offshore structures 

in ice and open waters, evacuation concepts 

16.08 Subsea technology 



Tel. +49 (0)4102 23180 

Fax +49 (0)4102 231820 




Deep Tunneling • Underwater Wet Welding 

In this categories you can advertise: 

1 Shipyards 

Werften 

2 

Propulsion systems 

Antriebsanlagen 

3 

Engine components 

Motorenkomponenten 

4 

Corrosion protection 

Korrosionsschutz 

5 

Ships´ equipment 

Schiff sausrüstung 

6 

Hydraulik + pneumatik 

Hydraulik & Pneumatik 

7 

On-board power supplies 

Bordnetze 

8 

Measurement + control devices 

Mess- und Regeltechnik 

9 

Navigation + communication 

Navigation & Kommunikation 

For further information please contact: 

16.09 Marine equipment 

+ components 

17 Maritime 

Services 

17.06 Professional 

Commercial Diver 

10 

11 

12 

13 

14 

Ship´s operation systems 

Schiff sführungssysteme 

Hệ thống điều khiển tàu 

Deck equipment 

Decksausrüstung 

Construction + consulting 

Konstruktion & Consulting 

Cargo handling technology 

Umschlagtechnik 

Kỹ thuật vận hành hàng hóa 

Alarm + safety equipment 

Warn- und Sicherheitsausrüstung 

15 Shipyards 

Hafenbau 

16 

17 

Off shore + ocean technology 

Off shore&Meerestechnik 

Off shore + và công nghệ hải dương 

Maritime services 

Maritime Dienstleistungen 

Dịch vụ hàng hải 

18 Information 

Buyer´s Guide 

DVV Media Group GmbH • Nordkanalstraße 36 • D-20097 Hamburg 

Phone +49 40 2 37 14 -117 • Fax +49 40 2 37 14 -236 

florian.visser@dvvmedia.com • fs@friedemann-stehr.de 

CEMET LTD SP. Z O.O. 

GDAŃSK - POLAND 

tel. +48 58 301-41-68 

e-mail: g.lewandowski@cemet.com.pl 

www.cemet.com.pl 

Production of elements and mipulators 

on offshore platforms and vessels 



Tel. +49 (0)4102 23180 

Fax +49 (0)4102 231820 




Deep Tunneling • Underwater Wet Welding

SHIP & PORT OPERATION | NAVIGATION & COMMUNICATIONS 

Hydrographic survey in Straits 

of Malacca and Singapore 

ENC | A key hydrographic survey 

within the Traffi c Separation 

Scheme (TSS) of the Straits 

of Malacca and Singapore is 

now underway, as part of the 

Marine Electronic Highway 

(MEH) Demonstration Project, 

a regional project that IMO is 

executing for the Global Environment 

Facility (GEF)/World 

Bank. The purpose is to produce 

an updated electronic navigation 

chart of the area. 

The specially-refi tted survey 

vessel Arifah Adni sailed to the 

survey site, with surveyors/crew 

from GEMS Survey Limited 

and the MEH Project Oversight 

Team, which includes six hydrographers 

from Indonesia 

(Dinas Hidro Oceanografi c Offi 

ce (DISHIDROS)), Malaysia 

(National Hydrographic Centre) 

and Singapore (Maritime 

and Port Authority of Singapore). 

The surveyors will use shallow-water 

multi-beam and 

side-scan sonar technology to 

acquire accurate hydrographic 

survey data, including the location 

of any obstructions such 

as wrecks, covering an area 

of 621.28 squarekilometres 

around the One Fathom Bank 

area, representing around 14 

per cent of the total area of the 

TSS. The target area to be surveyed 

has a depth of less than 

25 metres. Some parts of the 

target area have been resurveyed 

at various times between 

1972 and 2005, but the survey 

will provide completely up-todate 

data. 

The MEH Project aims to establish 

a regional mechanism in 

the Straits of Malacca and Sin- 

gapore for enhanced maritime 

safety and marine environment 

protection, in a co-operative arrangement 

with the three littoral 

States (Indonesia, Malaysia 

and Singapore) as well as the 

Republic of Korea, the International 

Hydrographic Organization 

(IHO), the International 

Chamber of Shipping (ICS) and 

the International Association of 

Independent Tanker Owners 

(INTERTANKO). 

The demonstration project 

will link shore-based marine 

information and communication 

infrastructure with the 

corresponding navigational 

and communication facilities 

aboard transiting ships, while 

also being capable of incorporating 

marine environmental 

management systems. The 

MEH is being built on a net- 

Smaller lower-cost satellite 

data transceiver 

IRIDIUM | The new Iridium 

9602 is a full-duplex shortburst 

data (SBD) transceiver 

designed for embedded applications 

in the rapidly growing 

market for remote asset 

tracking and monitoring solutions. 

The product, which is 

the culmination of a two-year 

R&D program, has completed 

prototype testing, and Iridium 

expects to begin commercial 

deliveries in June. 

The smaller, lower-cost Iridium 

9602 is said to serve as 

the data communication engine 

for a wide range of portable 

tracking and monitoring 

devices, leveraging Iridium’s 

global coverage and low-latency, 

two-way data links. Service 

partners are already testing 

prototypes in their Iridium 

9602-based solutions for ap- 

plications such as tracking soldiers 

and military vehicles in 

the fi eld, tele metry from unattended 

sensors, fl eet management, 

enterprise logistics and 

supply-chain visibility, as well 

as personal two-way navigation 

and mapping devices. 

The matchbox-sized Iridium 

9602 is 69% smaller, 74% 

lighter and considerably less 

expensive than the fi rst-generation 

Iridium 9601 SBD 

modem. The small form factor 

and low power consumption 

offers greater fl exibility 

to value-added manufacturers 

(VAM) and resellers (VAR) embedding 

the Iridium 9602 into 

their products. 

A unique feature of the Iridium 

9602 is its built-in GPS 

input/output ports, which will 

permit system integrators to 

interface with an external GPS 

receiver, using a single dualmode 

L-Band antenna for GPS 

and Iridium SBD, saving the 

cost of an antenna in their applications. 

The duplex data links provided 

by the Iridium 9602 will 

permit two-way communications 

to and from the remote 

devices, allowing users to reprogram 

the unit, adjust its 

reporting intervals and send 

on-demand queries for specifi 

c data updates. It will also 

enable fi rst responders and 

search-and-rescue authorities 

to respond to emergency distress 

signals from personal location 

and tracking devices. 

According to a November 2009 

report by TMF Associates, the 

number of low data rate mobile 

satellite service (MSS) de- 

work of electronic navigational 

charts using electronic chart display 

and information systems 

(ECDIS) and environmental 

management tools, all combining 

in an integrated platform 

covering the region that allows 

the maximum amount of information 

to be made available 

both to ships and shipmasters 

as well as to shore-based users, 

such as vessel traffi c services. 

The overall system – which 

will also include positioning 

systems and real-time navigational 

information like tide 

and current data, as well as 

providing meteorological and 

oceanographic information – 

is designed to assist in the overall 

traffi c management of the 

Straits and provide the basis for 

sound marine environmental 

protection and management. 

vices is projected to grow from 

1.5 million active terminals at 

the end of 2009 to more than 

3.1 million active terminals by 

the end of 2013, a compound 

annual growth rate of 21%. 

Smaller and lighter than the 

fi rst generation: Iridium 9602 



Intelligent integrated 

bridge system 

RAYTHEON ANSCHÜTZ A new, more intelligent generation of an integrated bridge 

system is brought on the market by Raytheon Anschütz. The new integration platform 

and intelligent multifunction displays increase both ease of operation and the degree 

of integration on the bridge. 

In navigation, greater effi 

ciency, ease of operation 

and economical ship operation 

are more important than 

ever before. These demands 

are fulfi lled when all necessary 

functions can be integrated 

intelligently and fl exibly 

into one bridge system. Today 

multifunction displays already 

combine the nautical functions 

of Radar, Chart Radar, 

ECDIS and Conning on one 

workstation. All functions use 

uniform operator interfaces; 

change-over of colour palettes 

and dimming of all screens on 

the bridge can be carried out 

centrally from every multifunction 

display. 

For the new bridge, Raytheon 

Anschütz has developed a 

modern integration platform, 


which further improves both 

the nautical and the economical 

operation of the ship 

through intelligent integration 

of functions. The new platform 

makes possible not only the 

integration of additional applications 

such as automation 

data indication, DP system or 

load- and ballast calculator, 

but also the full scalability and 

future expandability of the 

The new intelligent Integrated bridge system will be shown at SMM in Hamburg 

bridge system. Intelligent multifunction 

displays provide the 

ship’s command with the optimal 

nautical task at the right 

time as well as other ship control 

functions, at any desired 

workplace. 

With the integration platform 

Raytheon Anschütz can offer 

solutions incorporating equipment 

from the most varied 

partners fl exibly and with a 

high degree of integration. The 

use of standardized hardware 

and software simplifi es the design 

of individual bridge systems 

and reduces the costs of 

installation and spare parts logistics. 

Based on this concept, 

modular system solutions are 

possible, from the tanker or 

containership, the offshore 

supply ship and the mega yacht 

on up to the aircraft carrier and 

cruise ship. 

Operating safety is considerably 

increased by a newly developed 

distribution of the navigation 

data and system confi guration 

within the bridge system. The 

new Consistent Common Reference 

System (CCRS) continuously 

monitors the sensor data 

available on board with regard 

to validity, consistency and accuracy 

and rates the data with 

a quality indicator. From this 

information a set of the best 

sensor data is compiled, which 

is then distributed in the Integrated 

Bridge. In addition, the 

new Health Monitoring system 

checks the status of each individual 

console and regulates, 

if necessary, take-over of the 

navigational task at another 

workplace on the Integrated 

Bridge or restarting of the console 

itself. In this way the highest 

possible availability of data 

and functions is guaranteed on 

the bridge. 

In order to counteract the 

high stress on board, Raytheon 

Anschütz has outfi tted the 

Integrated Bridge with an intelligent 

Alarm Management 

system. Under the auspices of 

a German research project a 

concept was advanced which 

is based on the classifi cation 

of alarms with respect to their 

relevance in the whole system. 

This study was further refi ned, 

optimized and now forms the 

core of an intelligent Alarm 

Management system in the 

new bridge generation. 

On the basis of the system 

confi guration and the status 

of the attached sensors, the 

system checks whether the error 

of an individual sensor is 

suffi ciently critical to set off 

an alarm, or whether the error 

only needs to be indicated to 

the watch offi cer for information. 

The ship’s command is 

thus relieved by having fewer 

blinking displays or continuous 

beeping to attend to and 

concentration on really important 

alarms is increased. 

Raytheon Anschütz integrates 

the operator interface of the

Alarm Management in the 

new and expanded Conning. 

It can be operated from any 

workplace using the multifunction 

displays. The Conning 

also provides the operator 

interface for the new CCRS 

and shows the quality of the 

sensors as well as the active set 

of sensor data. Alternatively 

to automatic sensor selection, 

manual sensor selection remains 

possible to enable the 

navigator to choose the sensors 

himself. The central presentation 

of the alarms, the 

sensor quality and having all 

navigation data available on 

every multifunction display 

make the Integrated Navigation 

easy to see at a glance and 

simplify operation and monitoring. 

The new bridge system builds 

on the product line of Anschütz 

BridgeControl®. Besides 

the intelligent multifunction 

displays, which are expanded 

by additional functions for 

At the forefront of 

Mobile Satellite 

Services for 30 years 

The world’s most powerful alliance for FleetBroadband 

• On-demand solutions for any size or type of maritime 

operation, anywhere in the world 

• 24/7 global customer support 

• World-leading suppliers through one of the 

most trusted and experienced providers 

System confi guration for the new IBS by Raytheon Anschütz 

Radar and ECDIS, a new bus 

control and the new adaptive 

Trackpilot NP5000 belong to 

the new generation. Raytheon 

Anschütz thus presents a 

Innovative solutions to 

enhance standard 

satellite communications 

concept which combines the 

know-how from a broad palette 

of individual navigation 

products in one cohesively developed 

bridge system. 

See how we can enhance your maritime satellite communications experience – contact Marlink 

Tel (24/7) +32 70 233 220 · Fax +32 2 332 33 27 · information@marlink.com 

Raytheon Anschütz will introduce 

the new generation of the 

Integrated Bridge to the public 

for the fi rst time at the SMM 

2010 in Hamburg. 

Offering customers the most 

comprehensive product 

portfolio on the market 

www.marlink.com 

Ship & Offshore | 2010 | No OSLO • LONDON • HAMBURG • BRUSSELS • ATHENS • DUBAI • SINGAPORE • TOKYO • WASHINGTON DC • 3 HOUSTON 119


Web-based container tracking 

INTTRA | A next generation, 

web-based container tracking 

application for shippers 

and freight forwarders called 

INTTRA Act Track and Trace 2.0 

has been launched to quickly 

and easily track in-transit containers. 

Any user making bookings 

and any identifi ed party 

on an INTTRA Booking or Bill 

of Lading can track containers 

across multiple carriers and locations 

all from one webpage. 

For most multi-carrier shippers 

and forwarders, tracking 

in-transit ocean containers has 

meant visiting multiple websites 

and gathering information 

from various sources. This new 

release is said to be easier and 

faster for users in the INTTRA 

network to search available 

tracking data for their containers 

in one place. INTTRA Act 


Track and Trace 2.0 offers an online 

solution to track container 

events provided electronically 

by carriers on the INTTRA platform. 

Users can easily search by 

container, Bill of Lading, carrier 

booking number, carrier name, 

date range to mention some. 

Results can be fi ltered making 

multi-carrier container tracking 

faster than obtaining information 

by visiting individual carrier 

sites. 

In addition to an improved 

user interface, Track and Trace 

2.0 includes the following features: 

� 

Track containers for 30+ 

ocean carriers providing track 

and trace data via a single Web 

interface 

� 

Search by: PO, carrier, date 

range, latest country or event, 

vessel, and voyage. 

Enhanced target detection 

RADAR TECHNOLOGY | Kelvin 

Hughes has recently launched 

“Enhanced Target Detection” 

(ETD) as an enhancement to its 

MantaDigital range of widescreen 

radars. This new facility 

is said to signifi cantly enhance 

the display of slow-moving or 

stationary targets without interfering 

with the normal radar 

appearance or operation. ETD 

treats stationary and moving 

returns differently, highlighting 

the moving ones by displaying 

them in a different colour. 

ETD combined with the dual 

PPI mode provided by Manta- 

Digital enables the operator to 

continue using the radar in the 

normal way with the addition 

of a simultaneous advanced 

detection view available on the 

secondary PPI without cluttering 

the main display. Kelvin 

Hughes says they originally developed 

the mode for detecting 

ice but have found it is equally 

useful for detecting small targets, 

which might otherwise be 

seen only intermittently or not 

� One Click Tracking – a simple, 

standardized screen for 

tracking containers. One Click 

allows users to search by container 

number, BL, carrier, PO, 

booking number, and all references. 

� Advanced Tracking – users 

search by location, vessel, trading 

partner, date range, latest 

event, location of last container 

move, and vessel and voyage 

� Container List View – Users 

fi lter and sort search results to 

focus and organize data 

� Multiple language support – 

Interface is available in English, 

Portuguese and Spanish 

� Fast access to shipment status 

– results returned in seconds 

� Dedicated 24/6 INTTRA customer 

service support 

� Full access to INTTRA Act 

Booking 2.0 shipments. 

“Normal” “Satellite” ETD Mode 

In ETD Mode, moving targets are displayed in a different colour 

at all. Navigators are said to 

appreciate the clarity provided 

by removing unwanted clutter 

and by painting moving 

targets in a different colour. 

Controls are provided to enable 

the operator to change the 

weightings between fi xed and 

moving targets to achieve the 

best possible picture in varying 

conditions. 

The ETD mode is available as 

a software upgrade and is an 

option on the complete range 

of MantaDigital radar. 

Bandwidth 

on 

demand 

MARLINK | Comtech Vipersat 

Bandwidth & Capa city 

management platform has 

been introduced to Marlink’s 

Sealink TM VSAT customers. 

The integration of the Vipersat 

technology is said to provide 

an extensive range of 

enhanced features, including 

effi cient management of bandwidth 

allocation between vessels, 

global automatic roaming 

between C-band coverage 

spots and improved quality 

of service for both voice and 

data services. 

The integration of the Vipersat 

technology is claimed to make 

Marlink the only provider of 

maritime satellite communications 

to offer both Vipersat 

and Vados platforms. 

The new Vipersat technology 

enables Sealink TM to allocate 

bandwidth on demand, benefi 

tting customers that operate 

multiple vessels within one 

bandwidth pool per satellite 

beam. 

Where some vessels within 

the bandwidth pool do not 

require full bandwidth capacity, 

Vipersat enables Sealink TM 

to reallocate the spare bandwidth 

capacity to other vessels 

in the pool. This provides the 

vessels with additional bandwidth 

and ensures effi cient 

use of bandwidth between 

vessels. 

Additionally, Vipersat provides 

Sealink TM customers 

with global automatic roaming. 

When a vessel cruises 

towards the outer limit of the 

coverage, Vipersat automatically 

prepares for switching 

to a new satellite beam. When 

the vessel reaches the position, 

which is determined for 

satellite beam switch, Vipersat 

automatically switches to the 

next satellite. This eliminates 

the need for manual intervention 

from the crew onboard 

and causes no service interruption 

during switching.

Attitude determination sensor 

KONGSBERG SEATEX | A new 

Motion Reference Unit, the 

MRU 5+, has been launched 

The new MRU 5+ by 

Kongsberg Seatex 

Scanning sonar DST 

TRITECH | A new addition to 

the SeaKing family of imaging 

scanning sonar products has 

been launched by Tritech International. 

The new Sea King 

Hammerhead scanning sonar is 

said to be able to create higher 

resolution imagery than comparative 

mechanical scanning 

imaging sonars by utilising a 

large transducer aperture, very 

fi ne mechanical step size and 

proven Digital Sonar Technology 

(DST). 

As standard the SeaKing Hammerhead 

sonar has two fre- 

Pier structure captured by 

SeaKing Hammerhead sonar 

by Kongsberg Seatex, It builds 

on the technology employed 

in previous MRU generations 

and is able to take roll, pitch 

and heave measurements with 

documented roll and pitch accuracy 

of 0.01° RMS. 

The new accuracy provided 

by the MRU 5+ is achieved 

through use of sophisticated 

inertial sensors including linear 

accelerometers and Micro- 

Electro-Mechanical-Systems 

- MEMS - rate gyros specially 

developed for maritime use 

by Kongsberg Seatex. The new 

MEMS rate gyro, of which 

there are three in each MRU, 

is claimed to combine very 

low noise, excellent bias stability 

and outstanding gain accuracy. 

Solid-state sensors with 

no moving parts, combined 

with the respected electrical 

and mechanical construction 

quencies of operation: a high 

chirped 935 kHz frequency 

to enable high resolution imagery, 

and a second chirped 

frequency, 675 kHz, to allow 

for long range capability. The 

wide transducer allows for a 

very narrow horizontal beam 

to be created on both frequencies, 

to increase image resolution. 

The Hammerhead has a builtin 

attitude sensor, which 

makes the unit ideal for tripod 

deployment, giving the user a 

clear indication of the position 

of the unit relative to the 

seabed. In addition to the attitude 

sensor, the unit also has 

an integrated three axis compass, 

to allow the sonar image 

bearing to be continually displayed 

and updated. 

The Hammerhead unit can 

easi ly be networked with existing 

SeaKing equipment; or if 

operated on its own, the unit 

will automatically establish 

communications with little 

input required from the user. 

of Kongsberg Seatex’s previous 

MRU generations, enables high 

lifetime reliability across all applications, 

which include: 

� 

� 

Motion compensation of 

single and multi-beam echo 

sounders 

High speed craft motion 

� 

control and damping systems 

Heave compensation of offshore 

cranes 

� Hydro acoustic positioning 

� Ship motion monitoring 

� Ocean wave measurements 

� Antenna motion compensation 

and stabilization. 

Installation and confi guration 

of the MRU 5+ is said 

to be straightforward, thanks 

to further development of its 

Windows based confi guration 

and data presentation software, 

MRC. The MRC software 

is fl exible, and includes data 

protocols for the most commonly 

used single and multibeam 

echo sounder systems. A 

series of simple menu prompts 

allows the user to choose the 

optimum confi guration for a 

specifi c application ensuring 

that the MRU 5+ will always 

provide maximum performance. 

Further, the MRU 5+ makes it 

easy to distribute the MRU data 

to multiple users on board the 

vessel via Ethernet, whilst output 

protocols for commonly 

used survey equipment are 

available on two individually 

confi gurable serial lines and 

Ethernet/UDP. Further connections 

include external input of 

speed and heading information 

on separate serial lines for 

improved accuracy in heave, 

roll and pitch during measurements 

turns and acceleration. 


SHIP & PORT OPERATION | INDUSTRY NEWS 

IBIA dispels confusion 

EU DIRECTIVE | The International 

Bunker Industry Association 

(IBIA) has moved 

quickly to dispel the apparent 

confusion currently surrounding 

implementation of the EU 

directive requiring all ships to 

use low-sulphur fuel while at 

berth in EU ports. 

EU Directive 2005/33/EC requires 

that, with effect from 

January 1, 2010, member states 

must take all necessary steps 

to ensure that ships at berth 

in EU ports do not use marine 

fuels with a sulphur content 

exceeding 0.1 per cent by mass. 

Although reports have been 

circulating in the industry that, 

because of the potential safety 

risks associated with the switchover 

on ships with unmodifi ed 

boilers, the deadline may have 

been put back, IBIA stresses 

that such is not the case. 

Ships are not exempt on the 

ground that the fuel changeover 

is unsafe because modifi - 

cations have not been made to 

its boilers, or to the ship itself. 

Similarly, there is no automatic 

dispensation for ships, which 

OOCL Luxembourg 

has gone into service 

OOCL | A new 8063 TEU container 

vessel recently went into 

service for shipping line OOCL, 

subsidiary of Orient Overseas 

(International) headquartered 

in Hong Kong. OOCL Luxem- 

Group photo of the naming 

ceremony of the OOCL Luxembourg, 

Geoje Island, Korea 


have made arrangements to 

carry out the necessary modifi - 

cations but have not yet implemented 

them. 

There are said to be very few exceptions 

to the rules. Although 

the European Commission has 

signifi ed its awareness of the 

potential dangers associated 

with the switchover to lowsulphur 

fuel while in port, and 

has recommended to member 

states that they enforce 

the regulations with a degree 

of fl exibility for a transitional 

period in those cases where 

there is detailed evidence of 

the existence of an approved 

plan for vessel and/or boiler 

modifi cation, the directive is 

nevertheless now in force and 

EU member states are obliged 

to enforce it. 

IBIA concludes by emphasising 

that the operator of any ship 

bound for an EU port unable 

safely to comply with the EU 

directive should check with the 

relevant local authorities what 

control measures might be taken 

while the ship is berthed, 

before entering that port. 

bourg is the last unit in a series 

of sixteen built at South Korean 

shipyard Samsung Heavy Industries 

on Geoje Island. 

The OOCL Luxembourg has 

a length of 322.97m and a 

breadth of 42.8m and measures 

99,653 dwt. She was classifi 

ed by American society ABS. 

The new building is deployed 

on the EU Loop C service, in 

response to the rapid recovery 

of demand on the Asia-Europe 

trade. The port rotation is: Rotterdam 

/ Hamburg / Southampton 

/ Singapore / Shekou 

/ Hong Kong / Kaohsiung / 

Ningbo / Shanghai / Xiamen / 

Kaohsiung / Hong Kong / Shekou 

/ Singapore / Port Kelang / 

Southampton and back to Rotterdam 

in a 70-day round trip. 

Watch alarm system 

UNI-SAFE | A new Bridge 

Navigational Watch Alarm 

System (BNWAS) called BW- 

800 has been launched by 

Uni-Safe Electronics A/S, 

which complies with IMO 

MSC. 128(75) and the new 

IEC 62616 performance 

standard from February 2010. 

Uni-Safe expects to be the 

fi rst company in the world 

to present a type approval of 

a Bridge Navigational Watch 

Alarm System complying 

with the new IEC 62616 performance 

standard. DNV has 

carried out the performance 

test. 

The BW-800 system is designed 

for easy installation 

on both new vessels as well 

as on the retrofi t market. The 

BW-800 Bridge Watch Alarm 

System will be environmental 

tested according to specifi ca- 

tions from all major classifi cation 

societies. 

New regulations from IMO’s 

Maritime Safety Committee 

(MSC) will require carriage of 

a Bridge Navigational Watch 

Alarm System (BNWAS) complying 

with IMO performance 

standards. For existing ships, 

the equipment should be installed 

in connection with the 

fi rst survey after the following 

deadlines: 

� Existing passenger ships 

and ships over 3,000 GT: 1 July 

2012. 

� Existing ships over 500 GT: 

1 July 2013. 

� 

Existing ships over 150 GT: 

1 July 2014. 

New ships over 150 GT and all 

new passenger ships constructed 

after 1 July 2011 shall be 

equipped with a Bridge Navigational 

Watch Alarm System. 

Guide for environmental 

notations 

ABS | The classifi cation society 

ABS has published a guide for 

shipowners seeking to obtain 

its optional class notations EN- 

VIRO and ENVIRO+ denoting 

adherence to enhanced standards 

for environmental protection. 

The standards are contained in 

the recently released ABS Guide 

for the Environmental Protection 

Notation for Vessels. They 

include procedures and requirements 

for ballast water and sewage 

management, anti-fouling 

applications, airborne pollutant 

discharges, fuel oil and the use 

of exhaust gas cleaning systems, 

refrigerants and the Green Passport 

for ship recycling. 

To further assist shipowners to 

keep pace with the steady fl ow 

of new environmentally-oriented 

regulations, ABS has brought 

together a dedicated group of 

individuals, each with particular 

knowledge and experience 

in these differing areas, within 

its technology department. 

They will be contributing to an 

increased schedule of free, environmentally-related 

seminars 

to be held around the world in 

the coming months. 

The ENVIRO notation integrates 

ABS requirements with 

those needed for compliance 

with international conventions, 

principally MARPOL, Ballast 

Water Management and Ship 

Recycling. For the ENVIRO+ 

notation, the guide establishes 

more stringent criteria related 

to design characteristics, management 

and support systems as 

well as discharges to water and 

air. The new ABS guide is for 

the use of designers, builders, 

shipowners and operators in 

the marine industry and specifi 

es the ABS requirements and 

criteria for obtaining the two 

notations. Compliance with 

the applicable requirements 

of Annexes I, II, IV, V and VI 

to the International Maritime 

Organization (IMO) MARPOL 

Convention is a prerequisite 

of obtaining both the ENVIRO 

and ENVIRO+ notations.


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