Rapidly growing demand
to the of MAN Diesel & Turbo. MASTHEAD 2/2015
MAN MAGAZINE is published two times a year in English.
Rapidly growing demand
PUBLISHED BY MAN Diesel & Turbo SE, Dr. Jan Dietrich Müller, Group Communications & Marketing Stadtbachstr. 1, 86153 Augsburg, Germany EDITORS IN CHIEF Jan Hoppe, email@example.com, Felix Brecht, firstname.lastname@example.org PUBLISHER C3 Creative Code and Content GmbH, Heiligegeistkirchplatz 1, 10178 Berlin, Germany Tel.: +49 30 44032-0, www.c3.co, Shareholders of C3 Creative Code and Content GmbH are the Burda Gesellschaft mit beschränkter Haftung (limited liability company), Offenburg, and the KB Holding GmbH, Berlin, with 50% each. HEAD OF CONTENT UNIT Klaus-Peter Hilger EDITORS & AUTHORS Cedric Arnaud (resp./C3 Creative Code and Content GmbH, Arabellastraße 23, 81925 Munich), David Barnwell, Matthew Bostock, Hamish Mackenzie, Geoff Poulton, Vicki Sussens, Asa C. Tomash, Harry Waterstone PROJECT MANAGEMENT Marlene Freiberger GRAPHICS Michael Helble (resp.), Igor Clukas, Christian Kühn PHOTO EDITOR Elke Latinovic COVER IMAGE Maurice Ascani PRODUCTION C3 Creative Code and Content GmbH PRINTING Pinsker Druck und Medien GmbH Pinskerstraße 1, 84048 Mainburg, Germany REPRODUCTION permitted with reference. Any changes must be coordinated with the editors. COPYRIGHT ©2015 MAN Diesel & Turbo and C3 Creative Code and Content GmbH
The best of the power engineering world WITH THIS SECOND ISSUE of MANmagazine
engineering solutions to a broad customer
by MAN Diesel & Turbo, we invite you to ex-
range almost anywhere on the planet. In this
plore our universe of versatile technology. Join
publication, we strive to bring our readers in-
us on a world tour to Niger, Guadeloupe, Indo-
teresting, illuminating and useful topics and
nesia, Denmark and India to discover the fasci-
stories. We look forward to your feedback and
nating and awe-inspiring details of cutting-
hope you enjoy reading our magazine.
edge power, marine and turbo applications. A global player and oftentimes market leader, MAN Diesel & Turbo provides high-end power
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25 years of steady growth
Power for the Caribbean
Capability before capacity
MAN Diesel & Turbo’s operations in India have become a key strategic asset. An interview with the managing director of Guadeloupe’s new power plant Dr. Tilman Tütken works to find cleaner solutions for the power plant industry. The MAN engine of the container giant CSCL Globe delivers 77,000 horsepower. Laser cladding promises precision repairs of delicate parts. Join a PrimeServ service engineer on a special assignment to Sumatra.
20 POWER FOR AFRICA New power plant on the outskirts of Niger’s capital, Niamey
Building a brighter future
Workhorses of the sea
Leading the way in SCR technology
100 years of success
Separation is in the air
The road to decarbonization
Facts and figures
Sub-Saharan countries are investing heavily in power infrastructure. MAN-powered special-purpose ships deliver truly extraordinary solutions. A new system helps customers minimize costs and maximize flexibility.
MAN has been creating highly efficient isothermal air compressors for a century. With AIRMAX, MAN supplies leading technology for air separation plants. Prof. Dr. Alan McKinnon provides an expert view on this current topic. Brief business updates Formidable insights and numbers
MADE IN 25 years of steady growth
A look into the future: After 25 years of business in India, MAN Diesel & Turbo continues to invest in the country.
INDIA Workers at Aurangabad put the finishing touches to the small-bore diesel engines produced on-site.
MAN Diesel & Turbo’s operations in India have become a key strategic asset for the group – and continue to be so as business expands and opportunity grows.
his year marks the ‘official’ 25-
MAN DIESEL & TURBO‘S INDIAN diesel engine
year anniversary of MAN Diesel
operations are centered around the factory in
& Turbo’s production opera-
Aurangabad, Maharashtra, which was acqui-
tions in India. However, the company’s roots in
red in 2000 to give the company a manufactu-
the country can be traced back more than
ring hub that could better serve common-
a century, to when a predecessor of the
wealth markets. Today, it’s the group’s small-
current organization manufactured its first
bore d iesel eng i ne produc t ion hub,
diesel engine on the South Asian peninsula
manufacturing four-stroke engines for mari-
back in 1902. Since then, the business has
ne and power plant applications. While these
grown to be the company's worldwide hub for
engines compete with high-speed alternatives
smaller-sized engines and some types of
in the sub 2000kW market, their slower opera-
steam turbines, an organization with over 500
tion makes them more fuel efficient and less
employees distributed over six locations ac-
liable to wear, giving them a longer lifecycle.
Photos: Sanjit Das
ross the country. Today, India has a unique status within the group as the only country out-
SPEAKING ABOUT MAN’s small-bore engi-
side of Germany in which MAN Diesel & Turbo
ne operations in India, Lex Nijsen, Head of
runs production facilities for all three of its
Four-Stroke Marine at MAN Diesel & Turbo,
strategic business units: Engine and marine
comments: “In the last few years, focusing on
systems, power plants and turbomachinery.
small bore engine production at Aurangabad
has enabled us to standardize processes, the-
WHILE BEING PART of a global business,
reby, increasing efficiency and production ca-
MAN India takes great pride in its local pro-
pacity.“ Nijsen explains that “our Aurangabad
duction. The company supports the Indian
site, with sales support provided by our Augs-
government’s ‘Make in India’ initiative, which
burg office, now also supplies customers all
aims to promote the country as a center of
over the world.” The other main market for
manufacturing excellence and encourage the
the company‘s small-bore engine production
use of local components to power the growth
is power generation, as Bo Tornøe, Head of
of the Indian economy. Emmanuel Ferdinand
Headquarters Small Bore Power explains:
explains: "We support 'Make in India'. In fact,
“This includes power plants for national elec-
we have been 'making in India' for the past 25
tricity grids, as well as for individual factories
years. The campaign‘s ethos is very important
that need a stable, locally generated supply of
for the country, and this influences our work.
electricity.” In recent years, development of
For example, we ensure that at least 50% of
the small bore segment has led to significant
the components we use at Aurangabad are
growth. Currently, the factory has the capaci-
sourced locally. We invest consistently in In-
ty to produce 60 engines a year, and over the
dian manufacturing, and we are very confi-
next 10 months, MAN will make the invest-
dent about the future of the business here."
ments required to increase this to 100 a year. TURBOMACHINERY represents the third key component of MAN Diesel & Turbo’s operations in India. At its site in Vadodara, in the Western state of Gujarat, over 100 employees provide sales, support and project management services for the company’s turbo product installations at oil refineries and steel manufacturing plants. Key clients include giant manufacturing organizations such as Reliance Industries Limited, the Steel Authority of India, and Jindal Steel and Power. Here, too, significant new investment has recently been made through the acquisition of MaxWatt, a small but successful Bangalore-based producer of steam turbines for power plants and mechanical drive applications. Peter Küper, Vice President Steam Turbines at MAN Diesel & Turbo, explains the rationale behind the deal: “MaxWatt had a product range that complemented ours almost perfectly. There was hardly any overlap, and this is what made it so attractive. Additionally, the production site in Bangalore has spare capacity and room to expand. This will be important as we see big growth potential for the future.” Emmanuel Ferdinand, Managing Director of MAN Diesel & Turbo’s India operations, adds: "With this acquisition, we continue to shape the footprint of MAN‘s Indian operations as the company‘s hub for smaller-sized machines."
After years of steady growth, the Aurangabad site now supplies customers in India, the Middle East and Africa.
“We support 'Make in India'. We have been 'making in India' for 25 years.” Emmanuel Ferdinand, Managing Director of MAN Diesel & Turbo’s India operations
2/2015 The acquisition of Bangalore-based steam turbines producer MaxWatt has allowed MAN Diesel & Turbo to expand its operations in turbomachinery.
As part of the "Make in India" ethos, 50% of used components in MANâ€˜s Indian operations are locally sourced. The Indian MAN sites serve all three strategic business units: marine engines, power plants and turbomachinery.
photos: MAN (1), Sanjit, Das (3)
Power for the MY MAN
The plant’s managing director, Laurent Veguer
Laurent Veguer heads the Pointe Jarry power station in Guadeloupe – a newly built power
erly balance the various requirements that an island like Guadeloupe has.
plant with the capacity to power up to 60% of
Why choose MAN as a partner? First, the
the small island. We interview the managing
dimensions of the MAN engines fit our needs.
director about the challenges of working on
Second, we were looking for efficient and reli-
large-scale projects in the Caribbean.
able engines. They form the core of our busi-
money. Therefore, it’s essential to have engine
with the entire construction of the new
units that are absolutely reliable. MAN of-
Pointe Jarry power plant, and you are now
fered units that are ultra-modern, have so-
its managing director. After years of work-
phisticated injection technologies, and fea-
ing together, how would you describe the
ture optimized fuel consumption depending
cooperation with MAN Diesel & Turbo?
on the operating mode. In a nutshell, these
First of all, one has to understand what a tre-
are well-built, high-tech engines. And perfor-
mendous technical challenge it was to build a
mance in regard to specific consumptions is
power station according to European and
very good compared with the previous en-
French standards on a Caribbean island 6,800
gines. From now on, we will use 15% less fuel.
kilometers from Paris. MAN Diesel & Turbo
We now also have the ability to add on pollu-
was an excellent partner in this project. The
tion control systems as requ ired by
technology of the MAN engines gives them
European standards. For example, we inte-
unique and attractive performance capabili-
grated an NOx emissions control system. As a
ties in terms of fuel consumption and envi-
result, the power plant’s environmental im-
ronmental impact. The plant currently has 12
pact has been substantially decreased.
engines, each generating an output of 15 to 20
Were there any problems during the
MW. These are engines that allow one to prop-
plant’s commissioning phases? The plant
photos: Guillaume Aricique
ness model. If we are not reliable, we lose Mr. Veguer, you have been involved
The Pointe Jarry power plant can generate 50% to 60% of the electricity needed by Guadeloupe’s 450,000 inhabitants.
started up its first engine in August 2014. The 12th and last engine has been running since
12 engines have been installed since 2014, generating up to 220 MW for the island.
April 2015. The increase in power was thus quick, and yet we’ve had very few malfunctions. The increase in power and reliability has even exceeded EDF’s expectations. The availability of the MAN engines has always been greater than 95%. Isn’t it paradoxical to build a dieselfueled power plant in the middle of the Caribbean? Why even use diesel engines? The power station complements renewable energy sources. It is able to adapt to fluctuations in the power generated by photovoltaic and wind turbine systems. We ensure that the
The base load power plant is equipped with 18V48/60 engines, each supplying 18.5 MW of electric power.
electricity is modulated and we are the only power station with that capability on the island. Our diesel engines are able to start up quickly and take on loads based on variable wind or sunlight conditions. We make sure the electricity is regulated and that there is a continuous supply of it. Our presence allows us to integrate wind and photovoltaic power producers in regard to generating electricity. We are their allies, not their rivals.
Dr. Tilman Tütken works to find cleaner solutions for the power plant industry.
Dr. Tütken, the European Union has committed itself to reducing CO2 emissions by 40% before the year 2030. Do you con-
which are key to achieve an additional 20% before 2030. Besides CO2 reduction, what are Eu-
sider this goal realistic?
rope’s main challenges in the area of
The goal is ambitious but within reach, espe-
cially considering the progress that has been
CO2 emissions remain a major challenge.
made so far. For all we can tell, Europe will
Otherwise there would be no need for any
surpass its 2020 objective, which is a 20% cut
goals in the first place. The truth is that
in carbon emissions.
Europe is on a good path here – unlike with
In recent years the European Emission
other climate goals, such as energy efficiency.
Trading System (ETS) has been a weak tool.
But that path gets harder to walk by the day.
But I expect higher CO2 prices going forward,
We could observe this first-hand in Germany,
photo: Max Kratzer
The path to reaching the needed cuts in CO2 emissions gets harder to walk by the day, says Dr. Tütken, Vice President and Head of Power Plant Sales Europe at MAN Diesel & Turbo. Still, he remains an optimist.
where CO2 emissions started to rise again af-
available for some reason, the engines will
ter decades of decline in 2009 and reached a
seamlessly switch to liquid fuel. Waste-heat
new high in 2013. Absurdly enough this hap-
recovery and high engine efficiency maxi-
pened because of the ongoing increase in re-
mize the plant’s overall fuel efficiency, and
emissions are minimized thanks to natural
How so? More and more subsidized renewable energy
gas as a fuel. If natural gas is the right fuel, why is it
pushed into the market and led to a drastic
that many gas plants are struggling?
erosion of wholesale prices for electricity.
On a regulatory level a functioning emission
As most gas-fired power plants could not
trading system is crucial. In Europe, coal is
compete on that price level, the share of
the cheaper fuel. Disregarding emissions
energy generated from coal – both lignite and
costs, natural gas suffers from a competitive
hard coal – increased, with a significant
disadvantage. This needs to be addressed on a
impact on the carbon footprint.
political level – in Europe and beyond. In the
This example shows us two things, I
long run, we will need a global commitment.
believe: First, as a low-emission fossil fuel,
This has to be a major objective of the upcom-
natural gas is essential when it comes to
ing climate conference in Paris.
reaching our climate goals. Second, any sus-
On the technological side, the challenge
tainable approach to reducing CO2 emissions
lies in the plants’ capabilities. A recent study
will eventually depend on an ef fective
by Deloitte came to the conclusion that
emission trading system in place, which adds
Europe is facing substantial excess capacities
a price tag to CO2.
and blackouts at the same time. That is
What makes natural gas that essential?
because most power plants in operation
The more we increase the share of renewable
today were not designed to operate in an
energies in generation, the more urgent we
energy system with large quantities of inter-
need flexible fossil back-up capacities that
mitting renewable energy. The capabilities
kick in whenever the wind does not blow or
power plants must bring to the table these
the sun does not shine. These capacities need
days have changed – for example, quick ramp-
to be high in efficiency and low in emissions.
ups, efficient partial-load operations, etc. Eu-
Only natural gas qualifies here. Our com-
rope is rich in capacity, but lacks capabilities.
bined heat and power plants reach overall
What contribution can MAN make on
fuel efficiencies of 90% or more. If we want to
the technological playing field?
meet the climate goals we have signed off on,
Our gas engines can make a very substantial
there is no way around natural gas.
contribution. They are quick, clean and flexi-
And yet in many European markets
ble and can help with the much needed inte-
gas-fired plants have a hard time making
gration of renewables, heat recovery, low-
money. Why would investors still decide to
emission fossil back-up and – eventually –
build new ones?
energy storage. Whether it’s captive power
Because when choosing the right technology,
applications for industrial companies or
gas-fired plants grant security of supply,
large-scale modular power plants of up to 200
while offering high efficiency and low emis-
MW that feed into the electrical grids and
sions. These were the exact three factors that
heat networks – gas engines of fer an
tipped the scale for the government of Gibral-
unmatched amount of operational freedom.
tar, for whom we are currently building an
Is this technology the right fit only for
80 MW power station together with our EPC
Europe, or also for other markets in
partner Bouygues. It’s a co-generation plant
that will operate a total of six engines, three
Decentralized energy generation is a global
of which will run on natural gas, while the
trend. It is of great benefit to emerging mar-
other three will be dual-fuel engines.
kets, too, which often lack the grid to trans-
This mix of dual-fuel and gas engines grants security of supply: Should gas not be
port large quantities of electricity and are still
“Natural gas is essential when it comes to reaching our climate goals.” Dr. Tilman Tütken, Vice President at MAN Diesel & Turbo and Head of Power Plant Sales Europe
Power to the Rock The new power plant in Gibraltar will generate an output of 80 MW with 3.4 MW of heat recovery. The plant will feature three 14V51/60G gas and three 14V51/60DF dual-fuel engines. The 14V51/60G has an electrical power output of 14.3 MW and a single-cycle efficiency of up to 50%, which can be increased to a combined-cycle efficiency of over 52%. When ready in 2017, the plant will guarantee energy selfsufficiency for the Rock of Gibraltar’s 30,000 inhabitants.
building their generation systems.
A room with a view: a glance at the bridge of the CSCL Globe
Think Big Bigger, broader, taller: Container ships are breaking size records faster than ever before. MAN Turbo & Diesel designed the engines for another record-breaker this year.
Big, broad and tall: the CSCL Globe is the size of almost four soccer fields.
Sailing the CSCL Globe requires both hard work and minute attention to detail.
he giant, 400-meter-long CSCL Globe had to first pit its 184,000 tons of steel against
an angry North Sea storm before it arrived, a day late, on 13 January 2014 on its 70-day
maiden voyage from China to Europe. Then, watched by curious onlookers, it was maneuvered down the Elbe River into its berth at the Eurogate Container Terminal – an operation that required precision work from the Hamburg Port Authority (HPA). The ship was too wide to allow two-way traffic down the Elbe River. It also could not sail fully loaded, due to the depth of the Elbe. To cope, the HPA reported that it prepared for the ship’s arrival through simulations 17 times. The CSCL Globe, built by Hyundai Heavy Industries for China Shipping Container Lines, is one of the largest container ships ever to be built. The size of four soccer fields, it can carry up to 19,100 containers – space for 156 million pairs of shoes or 900 million tins of baked beans, as the media speculated. The giant single-propeller ship required a giant engine and MAN Turbo & Diesel’s TwoStroke Large Bore Design team in Copenhagen designed one: the 77,000-horsepower, two-
drive down the cost per container. Other
stroke MAN B&W 12S90ME-C Mark 9.2. At 17.2
factors include environmental regulations to
metres tall, 5.3 metres wide and 22.5 metres
reduce carbon emissions, as well as advances
long, it was the world’s largest engine ever built
– until November 2014, when Hyundai built an engine that was half a metre taller.
“Efficiency has become the most important value,” says Susanne Kindt, Head of MAN Turbo & Diesel’s Low Speed Large Bore Design
photos: Hauke Dressler
The CSCL gLoBe only held the record
in Copenhagen. Her team designed the engines
of the world’s largest container ship for
to maximize fuel efficiency and reduce CO2
53 days. Then the Mediterranean Shipping
emissions. Another important feature is the
Company launched its MSC Oscar, which is as
electronic fuel injection control, which adjusts
long as the Globe, but able to carry 19,224
fuel injection pressure and rate shaping
containers. MAN Turbo & Diesel supplied the
according to load.
new giant with an 83,899-horsepower engine.
The MAN B&W 12S90ME-C Mark 9.2 twostroke engine delivers 77,000 horsepower and is one of the biggest engines ever built.
“Most of our team deals with the engine
The race to produce bigger container ships
only in calculations or on the computer during
knows no end. Overcapacity in the con-
design,” says Kindt. “It’s very different to see
tainer shipping industry has led to freight rates
the ship sailing the seas. To know that it’s
dropping, competition increasing and a race to
powered by our engine is a very good feeling.”
The CSCL Globe can carry up to 19,100 containers – more than enough space for 900 million tins of baked beans.
Highly skilled international welding engineers are needed to operate the laser center in Oberhausen.
Laser cladding promises precision repairs of delicate parts. The biggest win, however, may come from significantly reduced lead times and increased efficiency.
2/2015 Moving the laser cladding operations in-house was a logical step forward, allowing for a more agile operation.
hen working with state-of-the-art machinery, you’ll need an
eye for precision and flexibility. Few places know this better than the MAN PrimeServ Competence Center Repair in Oberhausen. Here, a team of highly skilled experts and engineers are working hard to take laser cladding technology to the next level. Laser cladding describes a welding repair method in which a precision laser is used for maintenance and repair of rotors, impellers and blades suffering from wear and corrosion. The technology was implemented in 2010 and replaced the traditional method of thermal spraying. Damaged parts can be pre-diagnosed remotely using 3D scanning and are then shipped to Oberhausen for treatment. Already, more than 200 rotors and their parts have been repaired using the new method. Orders are continuously coming in f rom plants in Zur ich, Berlin and Hamburg, and a further rollout is in the plans for plants in China, South Africa and Brazil. Here, too, MAN PrimeServ technology and know-how will be put to use.
Thanks to investments in equipment and manpower, the plant in Oberhausen now has a unique market position.
“Laser cladding is a logical step forward in
photos: Carsten Paul
how we manage repairs and meet our client’s expectations,” says Christoph Korbmacher,
house, thereby offering more efficiency and
Senior Manager New Technologies at MAN
value for money,” Korbmacher says. Apart
PrimeServ Oberhausen. “It is the result of
from a cash investment of “around one mil-
both technical advances and our realization
lion euros,” Korbmacher also had to build the
that we can offer our clients a better service.”
right team for the work in Oberhausen. Inter-
Reduced lead times is the first of these
national welding engineers, or IWEs, in partic-
advantages. By investing in laser welding
ular, are needed and function as a stamp of
technologies at the Oberhausen plant, MAN
quality in the industry. “We now have a unique
PrimeServ was able to move the delicate
position: Many can use laser cladding, but few
repair and maintenance work in-house, there-
can weld such large components as effectively
by reducing lead times from three to six
as we can. Now, we can proudly offer precision
weeks to just one. “We wanted to invest in the
work as a modern service solution that is flex-
technology to bring the repair process in-
ible, efficient and incredibly swift.”
More than 200 rotors and machine parts have been repaired using laser cladding in Oberhausen since 2010.
For customers worldwide, MAN PrimeServ offers standardized maintenance contracts that include online monitoring, delivery of replacement parts, and on-site servicing. MAN Magazine joins a service engineer on an assignment in Sumatra.
September day starts humid in Medan, Indonesia. Power plant operator Berkat Bima Sentana
(BBS) has sent a driver to pick up Andreas Donderer, a maintenance engineer with MAN PrimeServ, at the hotel at 7 a.m. The drive will take an hour, on roads jammed with spluttering motorcycles and bright yellow minivan taxis, accompanied by the cacophony of blaring car horns. It’s 25 kilometers to the new
BBS power plant in the port city of Belawan. “For other assignments, accommodation is usually closer to the power plant. However, this site is so remote that there are no hotels close by,” explains Donderer, just in from Augsburg. “That’s why we have to make the trip from Medan every morning during this two-week misson.” A resident of Bavaria, Germany, and a third-generation MAN employee, Donderer loves his work. He travels most of the year on assignments to customer locations around the world, including Spain, the Dominican Republic and now Sumatra. When he is not traveling, he oversees service contracts from the MAN PrimeServ head office in Augsburg. “I am the first contact person customers reach out to, and I’m the one who goes to the power plants to carry out the maintenance work and warranty services agreed on in the contract, together with the operators,” he explains.
2/2015 As a maintenance engineer, Andreas Donderer travels to work at facilities all over the world.
photos: Zakaria Zainal
Engines are closely monitored and detailed maintenance reports are developed with the customer.
They arrive at the Belawan power plant
large screens, all engines worldwide with
shortly after 8 a.m. With humidity at 95% and
maintenance contracts are remotely moni-
temperatures well above 35°C in the engine
tored in real time by four employees. In the
hall, Donderer gets to work. The 12 engines
event of any discrepancies, they promptly no-
have been operating reliably; they comprise
tify the assigned superintendent engineer, of
eight second-hand MAN 9L58/64 engines, and
which Donderer is one.
four new 18V48/60TS engines. They represent
Filous explains the concept: “Our mainte-
a combined capacity of 174.6 MW, whereby,
nance contracts extend beyond on-site sup-
the old engines account for 95.4 MW, with the
port because we use an integrated approach.
new units generating an output of 79.2 MW.
Besides continuous online monitoring, we
This maintenance assignment is focused
schedule the maintenance periods together
solely on the new 18V48/60TS units. “This en-
with the customer, send replacement and
gine is a new development, with a two-stage
wear parts to the power plant prior to doing
turbocharger,” says Donderer. “The turbo-
the work, and we prepare a very detailed
chargers are practically connected in series
schedule and sequence plan. After the service
and consist of a first low-pressure stage fol-
is successfully completed, customers receive a
lowed by a second high-pressure stage. As a re-
comprehensive final report. Plant operators
sult, they achieve a higher charging pressure,
who opt for such a maintenance contract
thereby, enabling more efficient fuel combus-
benefit from minimum downtime and high-
tion. Customers benefit from lower fuel con-
sumption and reduced emission values at the same time.”
BACK IN BELAWAN, SUMAtrA, Donderer’s deployment is coming to an end. In a final
AFtEr tHEIr FIrSt 6,000 hours of opera-
meeting, Mr. Salim, general manager of the
tion, the new engines require a “minor” main-
BBS power plant, explains the benefits of the
tenance service. “We mostly do inspections to
maintenance contract with MAN PrimeServ:
determine the status of wear components and
“We invested a large amount of money in the
exchange them if necessary,” says the MAN
power plant by buying the modern 48/60TS
engineer. “These engines are pretty new, so we
engines. That’s why it is critical to obtain max-
won’t have to replace any parts for a long
imum efficiency over a long period. To ensure
time.” The experts closely examine the four
this happens, all equipment – especially the
engines one at a time, while the other engines
engines – requires optimized maintenance
continue to operate. Continuous operation is
services. The service contract guarantees that
a necessity given that BBS must supply the
we always receive original and high-quality re-
utility company with a contractually stipulat-
placement parts and continous technical sup-
ed output of 120 MW even during mainte-
port from MAN PrimeServ. This ensures we
nance periods. The noise level is high, but does
can operate the plant efficiently, with no mal-
not pose a communication problem for the
functions.” To ensure that this optimized ser-
vice is provided, Donderer and his Augsburg-
“In the engine hall, we communicate with
based colleagues will continue to watch the
our hands, which actually works pretty well
power plant carefully. If everything goes ac-
among technicians. The local staff is interested
cording to plan, the next time Donderer sees
in the work. The experience they acquire dur-
Mr. Salim will be for the next scheduled main-
ing scheduled maintenance helps them to in-
tenance service after 6,000 hours of opera-
dependently resolve smaller issues that occur
tion. And when the engines have 36,000 hours
from day to day,” says Donderer.
of operation behind them, it’s time for the first “major” maintenance service. When that hap-
MEANWHILE, BACK IN AUGSBUrG, 9,500 ki-
pens, Donderer will be supported by col-
lometers away, Michael Filous, Head of
leagues from the regional PrimeServ Service
PrimeServ O&M, is standing in MAN
Center Singapore and Indonesia. A global
PrimeServ’s online service center. On two
team, on the job all over the world.
photos: Zakaria Zainal
Donderer is based in Augsburg, but works closely with local teams when he is traveling.
The Gorou Banda project faces harsh environmental conditions, in particular dust and high air temperatures
Building a Brighter
2/2015 Mr. Djibril Amadou Mailele, Director of Production & Transport, Nigelec
The site of the new power plant is on the outskirts of the capital, Niamey, close to the banks of the Niger River
Sub-Saharan Africa shows high potential for future growth. Many countries are investing heavily in infrastructure, creating new opportunities – and challenges to be solved.
photos: Maurice Ascani
endowed with fossil fuels and renewable resources, these are not evenly distributed, creating windfall profits for some countries and exacerbating the crisis in others.” NIGER, IN WEST AFRICA, is an excellent example of the current African market. The landlocked nation is a large global uranium producer and began producing crude oil in 2011; but it suffers from power outages almost daily. It has to import 62% of its electricity from Nigeria and currently has an installed capacity of about just 90 MW. Only 7% of households have regular access to electricity and great regional disparity rules – currently 41% of urban households are connected,
frica is abundant with
compared to only 0.28% of rural households.
natural resources, and
This is set to change in early 2016 when a
while it is not as economi-
new power plant will be inaugurated in the
cally developed as parts of Europe and Asia, it
capital, Niamey. The facility is being con-
is growing steadily. For the past decade,
structed by Chinese EPC contractor Sino-
growth has averaged 5% and is expected to re-
hydro, and engineers have successfully
main positive in the next few years.
installed four MAN 18V48/60TS gensets, com-
Utilities, and electricity in particular, play
bining the robust MAN 18V48/60 diesel/HFO
a key role in this development. On a continent
engine with two MAN turbo-chargers TCA 77
where many homes and businesses are still
and TCA 88 that adhere to World Bank emis-
dark after nightfall, reliable access to electric-
ity can power factories and shops, schools and
Each unit delivers a power output of more
universities, and offer new opportunities to
than 20 MW, making it the most powerful
the people driving the economic growth.
four-stroke engine in today’s market.
“Some 25 countries in Sub-Saharan Africa
“It’s a very flexible engine,” says Dr.
currently suffer from rolling blackouts, and
Andreas Emmert, Senior Sales Manager Power
on average just 30% of the population has
Plants for MAN Diesel & Turbo in Paris. “It can
access to electricity,” says Martin Kalter, Vice
be run in high-efficiency mode during nor-
President Sales Sub-Sahara Africa for MAN
mal operation, and switched to maximum
Diesel & Turbo. “While the continent is well
output mode during times of peak demand.”
Final phase: The commercial operation of the plant will start in the beginning of 2016.
The new power plant in Niamay is a prime example of international cooperation between MAN and Chinese contractor Sinohydro.
THE 18V48/60TS SYSTEM is the ideal solu-
“THE NIAMEY PROJECT is a perfect example
tion to a challenge typical of the conditions
of MAN’s strengths in the growing African
often encountered in countries like Niger.
market,” says Dr. Emmert. “It’s not just about
It is, thus, able to generate the required 80
building new power plants. We are active in
MW at Gorou Banda with only four gensets,
Africa during the whole life-cycle of our prod-
even under the harsh environmental condi-
ucts, with offices and hubs in South Africa,
tions, in particular with the high ambient air
Senegal, Kenya and Nigeria. Our customers
temperatures that can be reached during the
particularly appreciate the extensive after-
hot season – an important feature in places
sales support we are able to offer them.”
like Niamey. “This was a key factor in choos-
The project is also noteworthy for the suc-
ing Sinohydro and MAN for this project,” says
cessful cooperation with Sinohydro, one of
Djibril Amadou Mailele, Director of Produc-
the major international players in Africa in-
tion & Transport at Nigelec (Société Nigéri-
frastructure projects. “The cooperation with
enne d’Electricité), the end customer and pub-
MAN Diesel & Turbo has been excellent,” says
lic electricity provider.
Yu Guangping, Deputy General Manager of
The choice of a modular power plant like
Sinohydro Bureau 10 International and Vice
this, consisting of several generators, has ad-
President of the Board of Gorou Banda Proj-
ditional advantages. Niamey is dusty, and the
ect. “We have benefitted from the extensive
generators can be delivered almost complete-
and profound expertise in engine-based pow-
ly pre-assembled. This is helpful, as power
er solutions, and all the activities conducted
plant solutions with fewer larger generators,
during this project have been of the profes-
as are often used in Europe, would be deliv-
sional high standard we would expect of a
ered in sections and needed to be assembled
multinational company.” The feedback echoes
on-site, a tricky operation under these condi-
that of Simon Bartrop, Project Manager on be-
tions. It also means that total output can be
half of MAN Diesel & Turbo. “Resources from
increased at a later stage simply by adding
eight offices, in eight countries, across four
more generators to the facility, thus, reducing
continents are involved in this project. We are
initial investment costs. Flexibility is another
all pulling together, utilising our internation-
key advantage. The grids in Niger are often
al capabilities to help our new partners, Sino-
highly unstable, with rapidly changing power
hydro and Nigelec, make this project a suc-
demands. The engines are capable of picking
cess,” he says.
up on fluctuations and adapting quickly.
When power demand is lower, some engines
NIGER’S GDP GROWTH is predicted to reach
may be put on stand-by, with other engines
6.5% in 2016, placing it above nations like
running at full load. Avoiding part-load oper-
Colombia and Malaysia. To continue growth,
ation maximizes the overall efficiency of the
however, further investments in energy and
power plant. With 80 MW worth of electrical
infrastructure are needed. The new facility in
power, the plant will almost double the total
Niamey is a step in this direction – towards a
generation capacity in Niger.
photos: Maurice Ascani
A powerful solution: Four MAN 48/60TS gensets will help drastically improve Nigerâ€™s electrical infrastructure.
From high in the sky to the deepest seas â€“ when faced with extraordinary challenges, a handful of MAN-powered special-purpose ships are called upon to deliver truly extraordinary solutions.
of the sea
Pioneering Spirit is the worldâ€™s largest platform installation/decommissioning and pipelaying vessel.
easuring almost 300 meters from the sea bed to its highest point
above the surface of the North Sea, the Brent Delta oil and gas production platform is as tall as the Eiffel Tower – for the time being. Next year that will change, when, after around 40 years of operations, the structure will be decommissioned. Normally, this would mean disassembling the topside, which includes the drilling rig, helipad and accommodation block, and shipping it back to shore in smaller pieces for re-use, recycling or disposal as permitted. This time, however, the entire 24,200-metricton topside structure will be removed in a single lift operation. Only one ship in the world can do this: The MAN-powered Pioneering Spirit, built for the Swiss-based Allseas and boasting the length of about five jumbo jets. “In my 18 years at MAN, I’ve never seen anything like it,” says Wolfgang Dullinger, from the Order Management in MAN Diesel & Turbo’s Four-Stroke Marine department. PIONEERING SPIRIT is fitted with eight
MAN 20V 32/44 generator sets and one 9L 32/44 engine. Because of the demanding tasks, the vessel had a long list of requirements, with power and reliability paramount. “When you’re moving loads up to 48,000 metric tons, as the Pioneering Spirit can, engine failure would be disastrous,” says Dullinger.
“MAN’s history of delivering state-of-theart technology convinced Allseas to select them to supply the engines that power the 'Pioneering Spirit,'" says Martin Dubbeldam, Technical Superintendent at Allseas. “The flexible operating range makes them perfect for this application.” When working as a pipelayer, the Pioneering Spirit accelerates and slows every few minutes as it finishes each pipe in position-keeping mode and then moves 24 meters to lay the next piece. Of course, for the customer, the faster it can do this, the better. “This is why, despite the power demands, Allseas decided on engines with smaller cylinder-bore diameters, as they can
Decommissioning of the Brent Delta oil platform is set to begin in 2016.
The Pioneering Spirit will remove the 24,000 metric-ton Brent Delta topside in one go.
photos: Stuart Conway/Shell, allseas (2)
go from zero to full load quicker. Our 20V 32/44 engines fit the bill perfectly, and with our common rail technology, we can improve the load response even further compared to conventional injection systems,” says Dullinger. Instead of having one fuel pump per cylinder, a single high-pressure pump feeds a storage rail, which regulates precisely how much fuel is injected into each cylinder. THE SAME TECHNOLOGY is on board the Ceona Amazon, a brand new deep-water hybrid vessel with two 9L32/44CR as well as four 8L21/44CR main gensets from MAN Diesel & Turbo. The vessel can lay rigid and flexible pipelines, and can also install large, subsea structures down to 3,000 meters in depth using its two cranes. “It’s not easy to find the right engine configuration with multi-role vessels like this,” explains Rasmus Hedemark, Manager Offshore Sales for Medium Speed engines at MAN. “We need to know roughly how often it will be performing each task and where it might be operating. The 'Ceona Amazon' will be heading to some remote and challenging locations.”
At 300 meters high from the ocean floor, the Brent Delta oil platform is as tall as the Eiffel Tower.
NOT ALL SPECIAL-PURPOSE SHIPS are such versatile all-rounders – indeed, many are focused on one particular task only, but the de-
0m Sydney Opera House
mands placed on their engines remain high.
Pipelayer and construction ship: MAN Diesel & Turbo has equipped the versatile Ceona Amazon.
MAN Diesel & Turbo’s 48/60 engines are a popular choice for dredging vessels, like Jan De Nul’s trailing suction hopper-dredger Leiv Eiriksson and its sister ship Cristobal Colon, the two largest such dredgers in the world. They perform two main tasks: Maintenance dredging, which is the cleaning of harbors and rivers, and land reclamation, which involves building up artificial islands, such as those that make up Dubai’s Palm Islands or Hong Kong’s international airport. The Leiv Eiriksson is fitted with two MAN 16V48/60B diesel engines, which provide propulsion power and the two suction pipes that allow the vessel to dredge sand and rocks up to a depth of 142 meters, plus the discharging pumps that empty the hopper. “Like other special-purpose ships, the vessels subject their engines to permanent and high load fluctuations while dredging, as well as a lot of engaging and disengaging of the propeller and pump clutches,” says Udo Ziegler, Senior Sales Manager at MAN Diesel & Turbo. Major recent projects, such as the New Suez Canal and the multi-billion-dollar expansion of Sri Lanka’s Port of Colombo, highlight the continued growth in global shipping volumes that keeps demand high for such large-scale dredging vessels. Currently, MAN Diesel & Turbo has 14 48/60CR engines on order for installation aboard new dredgers for customers in Benelux countries and China. THE OIL AND GAS SECTOR is by definition volatile, with construction very much linked to oil price, says Rasmus Hedemark. “Currently, there is a slight downturn due to the lower
set to be decommissioned in the next couple
oil price, but sooner or later we will see it in-
of decades, it’s a lucrative one. And there is
crease again. When it does, we have exactly
currently no other ship in the world capable
the right product with our 32/44 common rail
of removing the entire topside of an offshore
engines. And in terms of platform construc-
platform in one go.
tion, with oil drilling moving into increasing-
ly deeper and more remote waters, we’re go-
WITH SUPREME ENGINEERING SPIRIT and
ing to see more state-of-the-art vessels with
know-how, the boundaries of what is possible
bigger, more powerful, more sophisticated
at sea are being redefined with each new chal-
equipment, like the Ceona Amazon".
lenge and solution. The niche market may still
Allseas believes what is true of platform
be in its infancy, but as technology advances,
construction is also true of platform decom-
new opportunities will undoubtedly arise –
missioning. This might be a niche market, but
leaving plenty of future tasks to be solved by
with hundreds of platforms in the North Sea
these workhorses of the sea.
Leiv Eiriksson and sister ship Cristobal Colon are the largest dredgers of their type in the world.
Hard workers: Main tasks of special-purpose ships
Drillship: Used in deep water to drill oil and gas wells
Crane vessel: Specialized in lifting heavy loads for offshore construction
photos: CEONA, LaNaval(3)
Cable layer: Lays underwater cables for telecommunications or electric power transmission
Dredger: Excavates underwater for construction and to keep waterways navigable
Leiv Eiriksson is fitted with two suction pipes and two electrically driven shore-discharging dredge pumps. The vessel is fitted with two MAN 16V48/60B diesel engines, which provide power for propulsion and suction.
Leading the way technology
n May 2016, Icelandic fishing company
(IMO) tightens up regulations on emissions
HB Grandi will take delivery of the first
from the shipping industry in certain areas.
of three new wet-fish trawlers. It will
During the last decade, it has created four
mark the completion of the first newly built
Emission Control Areas (ECAs), encompassing
ship to have MAN Diesel & Turbo’s SCR (selec-
the Baltic Sea, the North Sea, North America
tive catalytic reduction) system, which can re-
(covering most of the US and Canada) and
duce nitrogen oxide emissions by up to 90%.
the US Caribbean. Marine diesel engines in-
Others, too, are under construction and
stalled on a ship constructed on or after 1 Jan-
will be completed by 2017, such as a deep-
uary 2016 – and operating in the North Amer-
water derrick-lay vessel for the oil and gas in-
ican and US Caribbean ECAs – must now com-
dustry, and the lead ship of the new Harry De-
ply with so-called Tier III NOx emission
Wolf class of offshore patrol vessels for the
standards. As General Project Manager for Emission 2016 at MAN Diesel & Turbo, Daniel Struck-
Clean Funnel Configurator
Canadian navy. The new SCR tech-
meier has overseen the development process
nology, which can
of the marine SCR system, which adds urea to
Available via MAN Diesel & Turbo’s extranet platform Nexus, the Clean Funnel Configurator allows customers and partners to configure their own individual engine setup. Users can choose from a range of selection parameters and define their emission criteria, selecting from recommended modules such as SCR, silencer or scrubbers. Files can be viewed and exported in different 2D and 3D formats, with all relevant technical data for the engine and SCR system: a very handy tool for planning, demonstrations and presentations.
be integrated with
the exhaust gas, before passing it through a
MAN’s entire portfo-
catalyst at 300 to 400°C, drastically reducing
lio of medium-speed
NOx emissions. “We have developed a stan-
engines, comes as the
dardized modular component kit in 14 differ-
ent sizes,” explains Struckmeier. “This mini-
mizes cost and maximizes flexibility. This is
Air compressor Injection
Urea supply pump
The new selective catalytic reduction system helps customers minimize costs and maximize flexibility.
Illustration: MAN; photos: HB Grandi (2), Petrofac, Irving Shipbuilding Inc.
2/2015 HB Gandri’s newly built trawlers will be fitted with the new SCR systems.
The SCR system can be integrated into new ships or retrofitted into older ones.
The Canadian navy’s offshore patrol vessels are among the ships using SCR technology.
important given the breadth of our engine
soon set to follow suit, says Struckmeier. “Cus-
portfolio and means we don’t have to create
tomers always want to know how they can ob-
tailored solutions for each one.”
tain the right certification, and we’ve devel-
The SCR system can be both integrated
oped a process that offers a clear solution,” he
into new ships and retrofitted, as it was to
explains. “We created a special modelling
Danish cargo vessel Petunia Seeways, which
tool, which is certified by the classification
has performed thousands of hours of exten-
society. This means that any combination of
sive testing since 2012. Its successful perfor-
engine and SCR system we offer a customer
mance led to a Tier III compatibility certifi-
has already been pre-approved – we don’t
cate for the ship’s MAN 8L21/31 engine from
have to set up the entire system on the test
the classification society DNV-GL. Since then,
bed, which can be time-, cost- and space-
in April 2015, the China Classification Society
intensive. With our method, so-called scheme
awarded MAN Diesel & Turbo with the world’s
B, once everything is installed, all that’s need-
first SCR IMO Tier III approval-in-principle for
ed is a quick on-board confirmation test
its entire medium-speed engine portfolio,
for the parent engine and the customer has
and other main classification societies are
everything he needs.”
90 % REDUCED EMISSIONS
MAN Diesel & Turbo’s SCR (selective catalytic reduction) system can reduce nitrogen oxide emissions by up to 90%.
100 years of
success MAN Diesel & Turbo has been creating highly efficient isothermal compressors in Zurich for exactly 100 years. The latest generation of these unique machines is building on this extraordinary legacy.
n 2014, MAN Diesel & Turbo launched its
used to build the first versions were so good,
second-generation RIKT compressor, the
two essential elements are still state-of-the
latest chapter in a success story that
art and unique to MAN Diesel & Turbo in
started in Zurich, Switzerland, a century
2015. Isotherm compressor Product Manager
ago, with the advent of the first isothermal
Rudi Ter Harkel explains: â€œOur compressor
machine that could compress air efficiently
uses an inline shaft design that combines all
and cost-effectively. In those days, the primary
process stages on one shaft. The machinery
use cases for air compression technology in-
rotates as one unit at a constant speed. This
cluded industrial cleaning equipment, as well
arrangement allows us to use a very solid,
as pneumatic drills and hammers for the min-
heavy rotor that is insusceptible to fouling.
ing industry. Over the years, these applica-
Due to this design, the machine keeps run-
tions were overtaken by air separation, driven
ning smoothly despite inevitable wear and
by the growing demand for industrial gases in
tear, all of which contributes to a very robust,
the petrochemical and manufacturing indus-
reliable machine that minimizes downtime
tries. Today, the RIKT compressor is a shining
and maintenance for end customers.â€?
1400 unIts sold
Since the launch of the first-generation isothermal compressor in 1915, over 1,400 units have left the MAN works.
example of the industry-leading solutions from MAN Diesel & Turbo for air separation applications.
the second unIque feature relates to cooling. Air heats up as it is compressed â€“ this is why it is vital to keep it cool in order to
despIte sIgnIfIcant technological im-
maximize efficiency. Other technologies cool
provements, some aspects of the latest RIKT
the air in separate machinery after the com-
compressor would be familiar to the engi-
pression process. The isotherm innovation
neers working on the 1915 isothermal com-
was to include the coolers in the same single
pressors. In fact, the original design that was
machine housing. This is efficient, minimizes
the whole compression installation, increases
Air Liquide and its subsidiary Air Liquide
reliability and minimizes pressure losses. Ul-
China. For example, the company’s plant in
timately, this was a huge step forward for cus-
Tianjin (China) supplies oxygen, nitrogen and
tomers to produce industrial gases in large
hydrogen for customers in various industries,
quantities reliably and inexpensively.
and MAN’s RIKT compressors are a key component in the process. “The RIKT compressors
the results can be seen in the remark-
offered us balance and reliability. MAN Diesel
able commercial success of MAN’s compres-
& Turbo has also developed a local manufac-
sor business. Markus Keller, Vice President In-
turing workshop in Changzhou, which pro-
dustrial Gases, comments: “Isotherm com-
vides us with quicker response and lower cost
pressors by MAN stand as a vital proof of our
for future maintenance, in addition to timely
market leadership in compression technolo-
support from MAN Diesel & Turbo’s European
gy for air separation. It’s just one of our vari-
operations,” says Zhang Zhenyin, General
ous solutions – but with its hundred years
Manager of Air Liquide Yongli.
history, the current RIKT is a real sales driver for us.”
In ManY cases, the RIKT compressor is in-
Today, 75% of the demand for MAN’s RIKT
stalled as the main air compression compo-
compressors comes from China, often (but
nent in MAN’s AIRTRAIN air separation
not always) driven by the need for oxygen in
trains, with more than 100 worldwide. These
the coal gasification process – an important
trains, featuring steam turbines and booster
contribution to the country’s aim of more en-
compressors manufactured by the company
ergy independency. Significant customers of
in Oberhausen and Berlin, have really set an
MAN’s isotherm technology – not only in Chi-
na – include all large air separation compa-
As with any large-scale installation of ad-
nies worldwide. One of them is France-based
vanced industrial machinery, benefits are sig-
100 years of isotherm
Zhang Zhenyin, General Manager of Air Liquide Yongli
Isotherm compressor rZI
with π = 7.4, flow rate 3,500 to 30,000 m³/h, 7 stages in 1 casing, 2 flanged vertical coolers
first isotherm compressor
First isotherm compressor VW with π = 8, flow rate 80,000 m³/h, 11 stages in 1 casing, 3 integrated diagonal coolers
Isotherm compressor VWo Isotherm compressor VWO with π = 8.0, 9 stages in 1 casing, 2 × 7 integrated horizontal coolers, 3 bearings
“the rIKt compressors offered us balance and reliability.”
“new” isotherm compressor
Isotherm compressor VWR/RI 90-5 with π = 7.4, flow rate 25,000 to 200,000 m³/h, 5 stages in 1 cast casing, 2 × 4 integrated coolers, vertically mounted, identical size
Air separation in Tianjin: MAN’s isotherm business is going strong.
nificant but can take time to maximize because of an order-to-operation process that takes up to three years to complete. As Rudi Ter Harkel explains: “The first 12 to 16 months are taken up by the relevant engineering and manufacturing processes. Once the compressor has been built, it is shipped to the customer and installed – a process that takes several months to complete. The end customer then starts their own commissioning phase, connecting the compressor to the rest of the machinery required for their specific production process.” so, When It coMes to the installation of air separation machinery, it’s a case of “Good things take time!” Still, demand isn’t slowing down. Since the launch of the first generation RIKT compressor in 2001, over 200 units have been sold, and order books are nicely filled for the latest second-generation machines, launched at the end of 2014. As a result, the outlook for another 100 years of isothermal
MAN’s RIKT compressors are key to Air Liquide China’s industrial gas operations.
compressor manufacturing at MAN Diesel & Turbo is very good indeed.
rIK radial isotherm compressor
rIKt high-performance isotherm compressor
Radial Isotherm Kompakt RIK, update of RI design, similar to ARI, For flow rates of 30,000 to 150,000 m³/h, cast casing with 5 impellers, axial inlet, 3 vertical intercoolers of different sizes, increased efficiency
1987 rIo isotherm oxygen compressor
Isotherm compressor RIO, 4 to 5 stages in 1 cast casing, 2 × 3 integrated vertical coolers
rIKt 2nd generation Further improved RIKT 3 to 6 impellers, 2, 3 or 4 vertical intercoolers, fabricated casing
photos: Hauke Dressler (2), MAN (8)
Radial Isotherm Kompakt RIKT, overhung, first-stage impeller for increased efficiency, large frame sizes, welded casing, with 3 to 6 impellers and 2 to 4 intercoolers, flexible, modular concept
Separation is in the air
-196 °C N Nitrogen 78 %
MAN Diesel & Turbo supplies leading turbomachinery technology for large air separation plants. With the AIRMAX solution, an air separation plant can produce up to 8,000 metric tons of oxygen per day.
Ar Argon 1%
Cooling and liquefaction of air (-175°C) Higher pressure Booster air compressor
-183 °C O² Oxygen 21 %
Filtered ambient air
Steam turbine (driver) Main air compressor AR-MAX1
n Illustration: Peter Diehl
M A IR
ra i T X
Cryogenic silos Argon
AN Diesel & Turbo is a supplier of compressor trains
for air separation units
(ASUs), as shown in the infographic. The demand for air separation solutions is constantly growing – together with the demand for industrial gases, in processes such as gas-to-liquids (GtL) or coal-to-
chemicals. The AIRMAX machinery train concept – an industry-leading solution from MAN Diesel & Turbo – contains an axial/radial main air compressor with highly developed MAX1 blading, featuring higher rotating speeds and higher blade-tip speeds. AIRMAX can handle flows up to 53 million cubic feet/hr (1.5 million m³/hr) or higher, enOxygen pipeline
abling a single plant to produce up to 8,000 metric tons of oxygen per day. In one of the latest ASU projects, Air Liquide will use MAN AIRMAX technology to build the world’s largest air separation unit in Secunda, South Africa. With a production capacity of 5,000 tonnes of oxygen per day, the ultra-modern facility pushes technical boundaries. The AIRMAX train, being the heart of the plant, comprises a main air compressor of the largest MAX1 type (AR140), and an RG 71-4 booster compressor. In this project, a 65 MW electric motor drives the main air compressor. This differs from the typical train concept, shown in the infographic, where both compressors are driven by a steam turbine. Once again, this is a proof of the flexible, highly efficient air separation solutions that MAN Diesel & Turbo provides.
THE ROAD TO
DECARBONIZATION The logistics sector is under pressure to cut CO2 emissions. While plenty has already been achieved, the road to decarbonization remains long and steep, says Prof. Dr. Alan McKinnon, one of the industryâ€™s leading authorities on decarbonization. In the coming decades, companies will be put under increasing pressure to decarbonize their activities. The UN COP21 climate change conference, taking place later this year in Paris, aims to achieve international agreement on global decarbonization â€“ but there are already concerns that the targets are unrealistic. Participating countries have indicated the level of savings in CO2 emissions they can achieve by 2050. When combined and factored into climate models, the figures show a global temperature increase of 2.7 degrees centigrade, well above the 2 degrees centigrade figure generally consiTo achieve it, greenhouse gas (GHG) emissions need to drop 60% worldwide by 2050 relative to a 1990 base year. The European Commission is aiming for an 80% - 95% reduction for the EU economy as a whole, and a 60% reduction for transport. The target for transport, particu-
Illustration: Berto Martinez
dered to be the safe limit.
larly the freight sector, will present a formida-
THIS IS WELL ILLUSTRATED by the shipping
minimal disruption, though marginal increa-
ble challenge. Last year, the Deep Pathways
industry. According to the International Mari-
ses in in-transit inventory costs. Slow-stea-
Project (DDPP) identified freight as one of the
time Organisation, its share of global GHG
ming sets an example to other transport mo-
hardest sectors to decarbonize due to the pro-
emissions actually fell from 2.6% in 2008 to
des and suggests that wider deceleration of
jected increase in global freight movement.
2.1% in 2012. This should not be taken as
freight movement may offer a cost-effective
So, how, in absolute terms, do we reduce emis-
grounds for complacency, however, because
means of decarbonizing logistics. In a low car-
sions from freight transport whilst accommo-
the IMO is projecting that total GHG emissi-
bon world, companies may have to rebalance
dating an ever-increasing demand for goods
ons from ships could increase on a business-
logistical cost trade-offs between inventory,
as-usual basis by between 50% and 250% by
ware-housing and transport in an effort to mi-
2050. Governments will naturally be reluctant
nimise fossil-fuel consumption across the
TRANSPORT IS RESPONSIBLE for 14% of GHG
to curb the growth in international trade
whole supply chain. They will also take more
emissions, with freight accounting for roughly
which is the main driver of maritime freight
account of the environmental performance of
half this total. According to the DDPP, freight
volumes. So the pressure is on to reduce the
transport operations in their carrier choice.
emissions will grow to 16% by 2050 on a busi-
carbon intensity of freight movement by sea.
Although data currently exists to benchmark
ness-as-usual basis. Although many of the lar-
New vessels will have to meet steadily rising
the carbon intensity of container shipping li-
ger log ist ic s compa n ies a re set t i ng
Energy Efficiency Design Index (EEDI) stan-
nes and trucking companies, the purchase of
ambitious carbon reduction targets, these
dards, though as ships typically have a life-
transport services is still dominated by com-
are generally expressed on a carbon-
span of several decades, this is essentially a
mercial and service-quality criteria.
intensity basis. Even if they are achieved,
long-term measure. The concentration of car-
Overall, it is doubtful if the changes to lo-
strong underlying growth in the volume of
rying capacity in larger vessels, particularly in
gistical practices required for deep decarboni-
freight movement would still cause total
the deep-sea container sector, also cuts emis-
zation will occur voluntarily. Governments
freight-related emissions to rise steeply. In the
sions per tonne-km, so long as high levels of
have to take a more active role in promoting
short to medium term, companies can har-
utilisation are achieved.
change through a combination of regulatory
vest much of the ‘low hanging fruit’ in logis-
Novel hull designs and alternative power
and fiscal measures. There is much discussion
tics decarbonization, deploying technical and
sources will further depress the carbon inten-
around whether this will be through the inclu-
operational measures which save money as
sity of future vessels. For example, using LNG
sion of freight transport in emission trading
well as cut carbon emissions. In the longer
to fuel ships reduces CO2 emissions by 20-25%,
schemes or the imposition of carbon taxation
term, more painful measures will be required
though any slip of methane needs to be avoi-
and / or regulation. Many companies would
to stay within global GHG limits. There is no
ded to maintain this advantage.
prefer the taxation option because it is more
silver bullet for this problem. On the contrary,
One of the most effective carbon-reducing
certain; long-term investment decisions are
a broad range of radical measures will be nee-
measures in logistics in recent years has been
harder to make when the price of carbon fluc-
ded to achieve absolute GHG reductions.
the slow-steaming of ships. Although motiva-
tuates widely in an emissions trading market.
ted by commercial rather than environmental
Governments can use incentives, such as lo-
IN RECENT YEARS, the "spotlight" has landed
concerns, this practice cut CO2 emissions
wer taxes on biofuels, to encourage a gradual
on shipping. Ocean-going vessels are respon-
from container shipping by over 10% between
switch. Investing in infrastructures, such as
sible for around 17% of total global emissions
2008 and 2010. Contrary to expectations,
battery recharging and biogas refueling net-
of NOx, leading some academics to describe
most large shippers have been able to accom-
works, is yet another option. In short, govern-
ocean-going ships as the "last bastion of dirty
modate significant increases in deep-sea tran-
ments are major stakeholders in logistics de-
sit times within their global supply chains.
The International Maritime Organization
This has effectively reduced the carbon inten-
(IMO) has responded by establishing future li-
sity of the international trading system with
THE WORST CASE SCENARIO for the future
mits for SOx and NOx emissions from ships
is business-as-usual. The best case is fully
both globally and for particular maritime
meeting our carbon targets. I suspect that
zones. Many ships burn so called "bunker fuel" rich in sulfur, which is left as a residual fraction in the refining process when cleaner "distillate" fuels, mainly petrol and diesel used in surface transport, have been extracted. The IMO now limits the sulfur content in bunker fuel to 4.5% and this maximum will drop to 1.5% by 2020.
“We are on a trajectory that will lead to dangerous climate change.” Prof. Dr. Alan McKinnon, Head of Logistics, Kühne Logistics University, Hamburg.
by 2050 reality will lie somewhere between these two visions. At both a global level and within the logistics sector we are on a trajectory that will lead to dangerous climate change. The longer it takes us to get onto the right carbon pathway, the harder it will become. The road to logistics decarbonization is likely to be long and steep.
Servicing in the desert MAINTENANCE UNDER ARID CONDITIONS: MAN Diesel & Turbo has concluded a contract with the United Cement Industrial Company (UCIC) for operation and maintenance of a new power plant in Saudi Arabia. The contract has a five-year term and includes the option of an extension for another five years. “This is a significant project for us,” says Wayne Jones, Senior Vice President of MAN Diesel & Turbo and head of MAN’s specialized service organization PrimeServ Diesel. “This is our first comprehensive O&M contract in the expanding power plant market of Saudi Arabia and we are grateful for the high level of trust our customer UCIC shows towards us.” MAN Diesel & Turbo is also responsible for building the 54 MW power plant near Jeddah, where five MAN 20V32/44 CR diesel engines provide electric energy for the new UCIC cement plant. Completion of the power plant is scheduled for February 2016.
THE INDIAN COMPANY NIRMA LTD. has placed
& Turbo to help expand its operations. The
an order for a very particular solution: the
SKUEL 816 is to be used for soda production, in
SKUEL 816, or the world’s largest screw com-
which oil-free screw compressors are ideal due
pressor. Nirma Ltd. is a leading manufacturer
to their robust nature and ability to withstand
MAN DIESEL & TURBO, Wärt-
of detergents and cleaning products, serving
corrosive and dust-laden gases. To date 19 com-
silä, and Winterthur Gas & Diesel
more than 300 million consumers worldwide.
pressors for soda production have been
have launched a new cross-indus-
The company already has four SKUEL 643 units
installed in India in the last 30 years – 17 of
try initiative to develop basic
in use, and has now again chosen MAN Diesel
which were supplied by MAN Diesel & Turbo.
technologies for use in two- and four-stroke marine engines. The aptly named “Hercules-2” project will involve 32 marine industry partners from 11 different companies, 16 universities, and five research organizations, with NTU Athens as coordinator. The project is scheduled to run for three year and represents the follow-up phase of the Hercules R&D progies, which was originally conceived in 2004 by MAN Diesel & Turbo and Wärtsilä.
photos: MAN (2)
gram for large engine technolo-
Facts & Figures
Photo: Aker Solutions (2)
the sea, MAN Diesel & Turbo has provided the worldâ€™s first subsea compressor for a major oil and gas customer, to extract hydrocarbons like natural gas. For this challenging task, this cutting edge compressor can withstand really harsh conditions, enabling the production of additional 300 million barrels of oil equivalent. This makes subsea production more efficient and more reliable, and additionally reduces the risk of adverse environmental impact.
Installation of the subsea MAN compressor module on the Ă…sgard gas field off the coast of Norway
What Really Drives Us? The power to set the world in motion
of global trade is powered by MAN marine engines
locations make up our global service network
megawatts of power and heat are generated at MAN plants
Marine Engines & Systems Power Plants Turbomachinery After Sales MAN Diesel & Turbo is a major driver of global commerce and energy production. Our highly efďŹ cient transportation and energy solutions deliver reliable shipping and sustainable power worldwide. And with our extensive and ever-expanding service network, weâ€™re ready to meet your after-sales needs wherever you are in the world. On water or on land, MAN Diesel & Turbo is your ideal partner for power that sets the world in motion. Find out more at: www.mandieselturbo.com
Published on Dec 9, 2015
With this second issue of MANmagazine by MAN Diesel & Turbo, we invite you to explore our universe of versatile technology. Join us on a wor...