Strategic L35/44DF meets emissions legislation and expands dual-fuel power range. Première to take place at Hamburg SMM showcase. MAN Diesel & Turbo has announced the introduction of its L35/44DF engine, the latest addition to its four-stroke portfolio. Spurred on by developments in environmental legislation and the strict emission limits resulting from that, the new engine offers dual diesel fuel-gas running and can also be introduced as a retrofit to engines already in service. The first prototype entered its test phase at the beginning of 2012’s second quarter at MAN Diesel & Turbo’s Augsburg facility. A V-type engine version is being developed simultaneously that will enlarge the power-output range of the company’s dual-fuel engine portfolio as part of MAN Diesel & Turbo’s market strategy.
The company is introducing the L35/44DF engine at a time where separate emissions legislation for harbours is set to come into play, in addition to the upcoming IMO Tier III emission regulations for marine applications. Accordingly, MAN Diesel & Turbo views the introduction of another engine that offers the option of operation on gaseous fuels as timely, also in the context of ship owners’ increasing environmental awareness. With the L35/44DF engine, MAN Diesel & Turbo is continuing the expansion of its product program with a dual-fuel engine based on common rail technology.
MAN Diesel & Turbo’s development objective with the new engine was to produce a high efficiency/ high specific power output unit that complied with IMO Tier II emission limits in diesel mode and IMO Tier III limits in gas operation. A high degree of fuel flexibility (HFO, MDO, MGO and natural gas) was another primary objective. With an output of 530kW/cylinder, the inline 35/44DF is available in 6 – 10 cylinder configurations, equivalent to total power outputs from 3.2 MW to 5.3 MW. This represents the highest power output available in the segment and complements that offered by the larger L51/60DF type.
The L35/44 engine has also been specifically developed for the retrofit of 32/44CR-T2 engines where it can avail of a high level of component synergies and the same crankcase, which can be re-machined on board. Subsequent engine operation is mainly intended for gas mode with a separate pilot ignition system – based on proven technology widely employed by the truck industry – that is independent of the primary, common rail injection system. However, the common rail system is retained and fully functional as a back-up system in the event of any problem while operating in gas mode.
Updated Programme Advances Diesel Technology
MAN Diesel & Turbo’s updated engine programme features several, positive changes to its two-stroke marine segment. The most significant of these is to the ME-B and G portfolios that are increasingly finding favour in the coastal & river segment in major markets such as China, Japan and Russia, and in container traffic, respectively.
The programme introduces an entirely new engine – the S30ME-B9 type, which joins the existing 35, 40-, 46-, 50- and 60-cm models in the small-bore ME-B family. The economical ME-B design utilises a camshaft-operated exhaust valve and an electronically controlled fuel-injection system designed to meet Tier-II emission requirements.
All ME-B engines in the updated programme can boast of improved SFOC figures compared to earlier versions owing to the introduction of variable exhaust valve timing in response to market demand. This improved control of the exhaust valve reduces fuel-oil consumption at part-load operation.
G-type engines
G-engines are hallmarked by their ability to accommodate larger, more efficient propellers with lower speeds. They have the lowest available SFOCs for energy efficiency and, of course, meet all Tier II criteria. The G40 and G45 types are the newest members of this family that was originally introduced in 2010 and represents another important step towards a lower EEDI. G-series engines are ‘green’ engines with an ultra-long stroke that reduces engine speed, thereby paving the way for ship designs with unprecedented high propulsion efficiency. Already, more than 50 sets of G-type engines are on order, with the G80 the frontrunner in about half of them.
Additionally, MAN Diesel & Turbo’s recent takeover of Kappel propeller designs adds fixed-pitch expertise to its propeller portfolio. This development will also help to accommodate the use of G-type engines in hull designs where just minimal changes to existing ship designs are not feasible and more involved re-designs are required allowing even greater efficiency gains.
TCA77 Turbocharger Approaches 50,000-Hour Milestone in Rude Good Health
Originally launched in 2002, MAN Diesel & Turbo’s TCA (TurboCharger Axial) series has since been broadly adopted by the marine industry in countless applications. The very first TCA77 was installed aboard a Jo Tankers chemical tanker in 2003 – the ‘Jo Sequoia’ – powered by an MAN B&W 7S50MC-C two-stroke engine and is about to celebrate 10 years and 50,000 hours of trouble-free operation.
The 30,000-ton Jo Sequoia is one of six chemical tankers built around the turn of the millennium for Jo Tankers, the Bergen-based, leading provider of deep-sea transportation services for chemicals and other high value liquids such as petroleum products and edible oils. The state-of-the-art vessel possesses such features as separate pumping and venting systems for each tank, an on-board nitrogen plant for the production of inert gas to overlay any volatile cargoes, as well as luxurious living quarters. During its construction, and with Jo Tankers already having chosen an MAN B&W 7S50MC-C engine as prime mover, MAN Diesel & Turbo approached Jo Tankers in regard to installing its then-new TCA77 turbocharger.
Despite passing comprehensive factory tests, the TCA77 remained unproven in the field at that time, but this did not daunt Jo Tankers. The UK Managing Director, John Sibbald, said: “I think it’s because we’re not frightened of new technology. However, I have to say, it’s been a success from the word go. We’ve had no break-downs at all. Basically, the turbocharger has proved itself.”
Over its working life, the TCA77 turbocharger has been regularly checked with a major service report compiled in January 2008 at 23,000 hours displaying only minor wear and tear. A recent review of the turbocharger’s maintenance paperwork revealed that changing the filters and checking the pipework were the typical comments over the past decade. In fact, the maintenance-friendly TCA77 design means that the turbocharger can be opened up so quickly that immobilising the ship for service frequently is minimal.
Sibbald said: “Operating experience basically has been that it’s worked so well that you almost forget about it! The engine performs well with it and, when you look inside the engine today, it’s clean. It’s been running well, especially with the Alpha Lubricator, which we’ve retrofitted and that’s done a great deal of good for the engine. It’s a good piece of kit.”
The Jo Tanker Managing Director went on to describe the TCA77 as very robust with a solidly constructed blade that, despite some impacts, damage had been minimal.
John Sibbald concluded: “MAN Diesel & Turbo has stood by the promises it’s made. We allowed them to install a piece of equipment that was brand new and untried, and it’s stood the test and been a good partnership. I think we’ve learnt and they’ve learnt a lot as well – it’s been a fair exchange of experience.”
The Jo Sequoia is due to arrive in Singapore in January 2013 for its next major service when 50,000 operating hours and 10 years of running will officially be marked.
Source: MAN Diesel & Turbo