Worldwide Turbocharger Guide 2019

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SINGAPORE SHANGHAI ZHOUSHAN TIANJIN GUANGZHOU DUBAI ROTTERDAM TRU-MARINE IS AUTHORISED FOR guide

SERVICE

Comment

3 Three steps to turbocharge shipping’s efficiency

Turbocharger manufacturers

5 ABB’s new turbochargers push performance limits in response to operating demands

8 Hedemora Turbo and Diesel expects the completion of its turbocharger series and plans for wider class society recognition to boost marine sales

11 Kompressorenbau Bannewitz looks at product and service developments across the four-stroke engine turbocharger sector

15 MAN Energy Solutions sheds light on how emissions regulations are bringing a focus on turbocharging and air management

18 Mitsubishi Heavy Industries focused on IMO’s Tier III NOx limits when designing its latest range of MET turbochargers

21 MTU is exploring how turbocharging could enable methane abatement solutions

22 Napier Turbochargers is benefiting from retrofit opportunities as a result of emissions abatement technologies

Enginebuilders’ perspectives

25 How turbocharger systems are reducing the installed power on ships while overcoming acceleration challenges

29 Why more marine engine designs are deploying two-stage turbocharging

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Three steps to turbocharge shipping’s efficiency

As I researched this year’s World Turbocharger Guide , there was a sense of urgency among many technology companies. With energy efficiency rising ever higher on shipping’s agenda, one interviewee talked of an approaching “golden age” when turbochargers will be critical to meeting the industry’s emission targets. With that in mind, three factors stand out as most likely to influence their future development.

Two-stage turbocharging is already making an impact on the marine fourstroke market, offering dramatic upgrades in efficiency to modern engines. But to date, the technology – which uses low-pressure and then high-pressure turbocharging stages to deliver charge air to cylinders at much higher pressures – has not been deployed on two-stroke engines. That is due to the different air outlet/inlet configurations that mean efficiency gains are not inherently of the same scale as for four-stroke engines.

entirely new approach will be needed.

The answer, for some vessels, may lie in harnessing electrical power. The usefulness of starting turbochargers with a motor rather than a blower has been debated since long before Rolls-Royce acquired an electric starter patent in 2017. So far, the majority view has been that the size of turbochargers deployed in shipping would have too high an energy demand to make electrical starting worthwhile. That may change as more ships use energy storage, as turbocharger power density improves and as turbochargers themselves are harnessed for electricity generation – an innovation under investigation by more than one major turbocharger manufacturer.

Another major shift is likely to emerge in how turbochargers are integrated with engine auxiliaries.

Given the demands that will soon be placed on shipping to reduce GHG emissions, turbochargers will have to find efficiency gains”

There is a difference of opinion emerging as to whether two-stroke engines will ever be able to take advantage of two-stage turbocharging. On the one hand, advocates argue that the energy efficiency demanded by new regulations, particularly IMO’s greenhouse gas emission reduction targets, will make the substantial engine redesigns required economically viable. They also point to the improving power density of modern turbochargers, which will reduce the scale of these changes.

On the other hand, opponents say that the cost and scale of such adaptions will negate any gains and that other efficiency steps will always be more cost effective. But given the demands that will soon be placed on shipping to reduce greenhouse gas emissions, turbochargers will have to find efficiency gains from somewhere. If two-stage turbocharging is not a solution, an

Turbochargers are central to the engine air system. As emissions regulations demand aftertreatment in many cases, the engine’s air supply and exhaust system is becoming increasingly complex. When targeting NOx emissions for example, turbocharger operation must be adapted to accommodate exhaust gas recirculation or selective catalytic reduction. A more integrated or holistic approach to designing the wider engine air management system could offer big benefits, both to shipyards by reducing installation complexity, and to shipowners by simplifying operations and squeezing out extra efficiency.

There will be many other influences on the evolution of turbochargers, including alternative fuels, new materials and the shifting practices of ship operators. But the adoption of multi-stage turbocharging, hybrid technologies and integrated air management will be critical as developments are driven by stricter energy efficiency requirements. WTG

Gavin Lipsith, Editor

Advancing power density and pressure ratios

Two new turbochargers have been designed to push performance limits in response to shipowners’ operating demands

The A255-L design is focused on delivering improved power density

Changes in the design focus at ABB Turbocharging over the past decade offer an interesting perspective on how shipowner needs have shifted in that time. And its latest launches show where the company believes shipping is headed. Perhaps not surprisingly, getting more power from less steel – as opposed to more power whatever the size – remains the focus.

When the group launched its A100-L for two-stroke engines in 2009, the product was designed to address an industry-wide increase in sailing speeds that had been triggered by cheap fuel.

The demand was for greater engine power, which meant higher pressure ratios were needed from turbochargers, as more air crammed into the same cylinder offers better combustion. The A100-L duly met that demand with a pressure ratio of 5.0 and a turbocharger efficiency of 75%.

By 2013, shipping’s needs had changed. Higher fuel prices led to the introduction of slow steaming. Power was no longer the priority and engines were being de-rated to improve fuel economy. For fuel efficiency, one of the biggest design demands on turbochargers is increasing air-flow volume, meaning

that smaller units can meet the intake air demands of bigger cylinders, or the same engine needs smaller turbochargers.

The A200 series was introduced in 2013 as a response to slow steaming, explains ABB Turbocharging head of global sales low-speed turbochargers Alexandros Karamitsos. A higher volume flow contributed to fuel efficiency, as opposed to the higherpressure ratios and power outputs sought by the earlier A100 versions.

ABB Turbocharging’s A255-L and A260-L, unveiled at CIMAC World Congress, build on the turbocharger platform first developed in 2009 with the A100 model. While the design approach has been adapted to reflect ship operation trends, the focus on improving power density has remained a steady focus for all turbocharger companies. This contributes to the Energy Efficiency Design Index – allowing more power to be squeezed from smaller engines – and offers greater flexibility in engineroom design.

High turbocharging efficiency has been retained while size, weight and service costs have been cut. While the A165-L cut service costs by 10% and weight by 28% compared to the previous TPL73-B model (launched in 1999), the A255 and A260 reduce service costs by 30% and weight by 50%.

Mr Karamitsos says: “Further focus will be placed on turbocharger efficiency in the future, alongside higher compressor pressure ratio demands, to enable two-stroke engines to reach their full potential. Our new turbochargers will deliver the highest levels of turbocharger efficiency and power density while enabling small-bore two-stroke engines to achieve lower fuel consumption and comply with emissions regulations.”

The two new frame sizes are suitable for two-stroke engines typically used

on vessels up to 10,000-40,000 dwt including bulk carriers, tankers, container feeders and car carriers. They can be used with either diesel or dualfuel engines, and in conjunction with NOx or SOx aftertreatment.

A range of matching components will be available to fit specific enginebuilder requirements and the new units fit into ABB Turbocharging’s ‘drydock-todrydock’ service approach, which aims to minimise intermediate turbocharger inspection between overhauls.

Power density

If the demand for power density – as Mr Karamitsos describes it, “more power from less steel” – is one defining trend for today’s two-stroke engines, another is the emergence of gas fuels. So the launch of a turbocharger designed for the biggest segment to take up gas fuels – high-speed, lean-burn engines – is a sensible move.

According to ABB Turbocharging managing director Oliver Riemenschneider, gas engines demand more from turbochargers, giving the company an opportunity to test its performance limits.

“Fuel diversity is interesting for us,” he says. “You need high pressure ratios and turbocharger efficiency even more

if you are using gas. The sensitivity of LNG to temperature and humidity for example, means that you need a more stable combustion, which pressure and efficiency help maintain.”

ABB Turbocharging is preparing to launch a further development of its A100-H turbocharger. While that product has met the demands of gas engines operating at a brake mean effective pressure (bmep) of 22 bar, there are some engines that require a higher range but do not need the pressures that two-stage turbocharging can provide.

When it is launched (before late 2021) the A200-H will push single-stage turbocharging pressure ratios up to 6.5, while maintaining high turbocharging efficiency of more than 69% – 3% more than the A100-H. According to ABB Turbocharging general manager for highspeed sales Gerald Müller, compressor technology is a critical element in this design. ABB aimed for a wide compressor map – 70% wider than the A100-H – to ensure surge margins and allow stable engine operation on gas. There is also a new turbine stage developed to enable the compressor to be driven to the levels required to achieve high-pressure ratios.

Improving maintenance has remained a priority for the new products. The A200-H series will use sensors and engine data to offer life assessments and maintenance recommendations to operators. Online analysis will allow assessment of the shaft and rotor components at every inspection interval. This will mean that, subject to condition, rotor lifetime can be extended rather than the more rigid, time-based replacement of parts.

Given the timing of its launch, the A200-H series is likely to benefit from recent investments in digitalisation. Last year the company launched Digital SIKO, an advisory system that uses operational data to predict the remaining lifetime of rotating parts.

Mr Riemenschneider explains: “Cloudto-cloud data exchange provides us with the operational database. Combining that with visual inspection in the workshop we can recommend whether the components are good until another drydock or need to be exchanged.”

Fuel diversity is interesting [as] you need high pressure ratios and turbocharger efficiency even more if you are using gas”

So far, the company is tracking its products on seven vessels using the cloud-to-cloud exchange and the system will become part of its standard offering for two-stroke engines. Mr Reimenschneider confirms that the company will develop a digital monitoring system for its four-stoke turbochargers by next year. Monitoring four-stroke units is more complex because of those engines’ higher temperatures and more varied operating requirements, he explains.

The A200-H will be offered in three frame sizes: A230-H, A235-H and A240-H. Two rotor sizes will be available for each frame, along with matching components, to allow a wide range of volume flows within each frame. Both rotors use a standard bearing housing arrangement and customers will have the choice of two bearing concepts for the same turbocharger. An ABB-patented bearing module design supports robust plain bearings, but a newly developed ball-bearing system is also available. This offers increased mechanical efficiency, particularly at part load.

This reduction enables more rapid turbocharger and engine start times to be achieved. Both bearing types operate with standard engine oil, but oil consumption is lower for the ballbearing system. Upgrading to the ballbearing system can also be carried out with module exchange, with no other changes required.

The first pre-series prototypes will be tested in Q4 2019. It is just one example of how, as shipping prepares to enter unchartered territory regarding its fuels, ABB is pushing its own boundaries to make engines ready for the challenge. WTG

Oliver Riemenschneider (ABB Turbocharging): Digital monitoring will become standard for two-stroke turbochargers

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Retrofit specialist targets marine sector growth

The completion of its turbocharger series and plans for wider class society recognition are expected to boost marine sales at Hedemora

Hedemora Turbo and Diesel is waiting to trial its latest turbocharger on the marine market after expanding its HS turbocharger range with the new HS6800 last year. It follows development of the HS7800 and completes the current series, which also includes HS4800 and HS5800 frame sizes. HS6800 and HS5800 turbochargers share the same interfaces, giving operators an opportunity to upgrade earlier installations and boost engine performance.

Design principles are shared with other HS turbocharger products and service intervals will be at 24,000 hours. New volutes now give an improved air-flow capacity of up to 6.8 kg/sec and the same unique and compact designs ensure good on-engine vibration characteristics. The new HS6800 delivers pressure ratios of up to 4.5:1 at the same high efficiency levels as the company’s other products. A prototype HS6800 was built in 2017, with initial testing carried out on the company’s own purpose-built rig.

“After the successful testing of the HS7800, the new HS6800 has also performed well in our own test laboratories and is delivering predicted performance results,” said Hedemora Turbo and Diesel senior sales manager Ernst Dahlin. “We are now waiting for a suitable vessel on which to install the first units.”

The turbocharger is designed to be retrofitted – all of Hedemora’s marine business involves retrofitting turbochargers, although the company previously had a long heritage of engine design, a tradition that Mr Dhalin says underpins its turbocharger expertise. Data is gathered and analysed as necessary to enable preliminary matching requirements and an installation configuration to be established.

Hedemora cited a retrofit example on a railway installation that has demonstrated successful operation in worst-case conditions in one of the world’s most extreme application environments: temperatures range from -55°C up to +45°C, air conditions can be dirty and operating altitudes rise to 2,000 m. Hedemora engineers were on hand during the project, monitoring running parameters and checking for any adjustments required to achieve best performance. The result has been enhanced engine efficiency, decreased fuel consumption and lower exhaust temperatures. Because of these results, Hedemora and its customer have signed a long-term partnership agreement.

With the addition of the HS6800, the HS turbocharger range will cover six frame sizes, including the smaller HS430 and

HS550 products, spanning a potential engine power range from 740 kW to 4,200 kW based on a single turbocharger installation. There are comprehensive engine matching options available from a wide range of compressor and turbine wheel capacities. Added to these are a selection of nozzles and diffusers to meet any specified engine requirements. The HS6800 design also features dual row diffusers, as available on the HS7800, which provide these turbochargers with wider compressor maps.

Further options are available for interface connections, with single and double compressor volutes and a wide choice of exhaust gas intakes, based on single or multiple inlet passages. Compressor shrouds can also be supplied as standard or with anti-surge features to provide a controlled degree of internal air recirculation, increasing surge margins at part-load operating conditions. From its headquarters in Hedemora, Sweden, full support services are provided for all HS turbocharger products, and critical components can be shipped within 48 hours of order placement. Field staff are available for site service work, which requires only two special tools in addition to standard hand tools.

Full turbocharger overhauls can be carried out at Hedemora, these being validated by a full test cell proof run. Hedemora turbochargers have been certified to the requirements of Turkish Lloyd and type approved by the Russian Maritime Register of Shipping. Mr Dahlin said that the company is exploring further approvals with classification societies to diversify its marine business. WTG

A Hedemora HS 4800 turbocharger recently retrofitted on a Cat 3612 engine

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Squeezing higher performance from single-stage charging

A tighter cost focus from shipowners is driving product and service development in the four-stroke engine turbocharger sector

For Kompressorenbau

Bannewitz (KBB), a new cost sensitivity among shipowners is changing both how it presents the services it aims to provide and how it presents its business case. The company, which makes turbochargers exclusively for four-stroke engines, today sees operators demanding total cost of ownership calculations rather than just a sale price.

“Risk is being assessed in a more detailed manner and a shifting of the risk is sometimes sought,” explains KBB head of turbocharging technology Dr Silvio Risse.

Part of the company’s response has been the introduction of a more

flexible service concept to increase the speed at which turbocharger spares or replacements can be made available, by evaluating the potential of each service station in its network to fulfil the order. A more tailor-made service will be welcomed as the company prepares to meet increasing demand for spares.

“Our field population’s average age is getting higher and as our products are getting more reliable, customers are aiming to maintain products longer, instead of replacing them,” says Dr Risse.

Another element of KBB’s response to the needs of cost-conscious customers is product development. In the past year the company has launched its ST27-EP turbocharger, offering a pressure ratio of

6.0 at optimum efficiency.

Demand for an increase in charging pressure is growing for gas and diesel engines. KBB attributes this to the downsizing of new engines while performance demands continue to increase. The contribution of higher charging pressures to reducing emissions, by enabling valve timing adjustments, has also put new expectations on turbochargers.

Despite performance advantages, uptake of two-stage turbocharging has been slow. While two-stage turbocharging drove a leap in the charging pressure of large engines, the result has often been higher stress on the engine as well as higher costs, weight and installation space requirements. The impact of two-stage turbocharging on these important criteria has meant that demand for highly charged, single-stage exhaust-gas turbochargers remains high.

KBB’s established single-stage ST27 exhaust-gas turbocharger series has been improved to offer a higher charging pressure and maximum air-flow-rate range in the new ST27-EP series.

“Since these requirements entail higher demands on both the compressor wheel and turbine, the entire exhaustgas turbocharger had to be improved,” says Dr Risse. “This applies to all flowguiding housings as well as the bearings and shaft seals.”

Under pressure

To increase the turbocharger’s pressure ratio from 5.5 to 6.0, KBB developed new design and optimisation methods to build a new compressor wheel family and

a bladed diffusor. The air-flow-rate range was also extended, to 10 compressor stages. These measures involved adding active compressor wheel cooling (to boost thermal management) and using more heat-resistant sealing materials.

Other performance requirements for the new series included improving acceleration behaviour and extending the flow-rate range while maintaining turbocharger dimensions. Each of these requirements challenged aerodynamic compressor design.

Available installation space and containment safety are also important design considerations for compressor stage components, including the compressor housing and silencer. The compressor’s volute housing was adapted to the extended flow-rate range for each size, resulting in an increase in total compressor-stage efficiency of around one percentage point in the upper flow-rate range over the entire operating range.

Dr Risse explains that this efficiency was achieved by winding the volute towards the outside and improving volute geometry. Both measures led to lower total pressure losses in the compressor housing.

Higher pressure ratios and increased compressor flow rates meant changes to the turbine were also needed. Three turbine stages cover 10 compressor stages, increasing the turbine’s maximum flow rate. The turbine nozzle ring has also been extended.

During engine performance tests the new ST27-EP turbine showed a much better efficiency curve at full load. This higher efficiency at large expansion ratios means that decreasing exhaust-gas counterpressure gives two positive effects compared to the original ST27 turbine. First, the efficiency advantage increases because optimum efficiency for the selected turbine nozzle ring specification lies between 3.5 and 4.5. A higher turbine efficiency shifts the required exhaustgas counterpressure further towards this optimum value. Second, charge-changing losses decrease because of lower exhaust counterpressure, causing a reduction in fuel consumption and emissions.

The first turbochargers from the

ST27-EP series were delivered and commissioned to charge an engine in the marine sector in 2017. The turbocharger was subjected to a first assessment after around 5,000 operating hours. Dismantling showed noticeable deposits on the compressor and turbine wheel as well as on the components carrying the exhaust gas. These were not critical for operation and can be reduced by more frequent washing.

Dismantling also revealed the good condition of both the bearing and shaft seal. After cleaning and reassembling, and with an adjustment of the washing regime, the turbochargers were reinstalled on the engine and are now being operated until the next regular inspection.

Aside from designing its new turbocharger to accommodate higher demands on single-stage turbochargers, KBB is also aiming to use advanced monitoring to add more value for engine users, the company reports.

A turbocharger is usually monitored by measuring the charge pressure and exhaust temperature before the turbine. If the intake conditions are known, basic conclusions can be drawn with respect to performance or possible damage. A speed sensor can be used to check whether the turbocharger is being operated within the allowed speed range, on the basis of higher intake temperatures. Proper lubrication and cooling of components can be ensured if oil inlet conditions are known.

All these values are collected and processed in an engine’s control system

(ECU). As the ECU only provides limited evaluation and storage capacity for turbocharger monitoring, the theoretical possibilities for analysing turbochargers have not yet been exhausted, says Dr Risse. More complete performance analysis – allowing condition monitoring and conditionbased maintenance (CBM) – would require additional information, including turbocharger type, thermodynamic specification, operating hours and a history of performance-relevant service work on individual components.

The ideal solution for advanced turbocharger monitoring, in KBB’s view, is direct integration into the engine’s control system or local implementation on a turbocharger control server. Since no standards are available, close co-operation with the engine manufacturers is a priority.

He notes: “Advanced turbocharger monitoring schemes will ensure good performance over longer operating periods, the ability to recognise and prevent damage, the extension of component lifetimes by knowing real-load profiles, and the ability to adjust maintenance intervals depending on condition.”

KBB is working to develop monitoring concepts. Dr Risse presented some of the company’s ideas at CIMAC World Congress 2019 in Vancouver. Along with a continued focus on its single-stage products, KBB’s exploration of advanced monitoring provides another example of how customer focus on lifecycle costs is driving development in the turbocharger sector. WTG

KBB’s ST27-EP turbocharger pushes the performance of single-stage charging

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Preparing for the golden age of turbocharging

Marine emissions regulations are bringing a focus on turbocharging and air management that could offer new opportunities for suppliers

It is rare to hear someone enthuse about the state of shipping these days, but for MAN Energy Solutions vice president and head of turbocharger sales Ralph Klaunig, it’s a good time to be in the turbocharger business. Not because sales are particularly strong – although Mr Klaunig says that MAN’s relatively recent decision to sell its products to third-party enginebuilders is paying dividends. Rather, he believes that the emissions regulations that many bemoan are putting the spotlight back on turbocharging.

“With these regulations turbocharging becomes more and more important,” he says. “You need enough air in your combustion chamber and in the past turbocharging was not highly sophisticated. Now we can really push efficiency to the limits with two-stage turbocharging, new materials, new methods of design and new NOx Tier III systems.”

Mr Klaunig describes MAN as the clear market leader in twostroke turbocharging, with around 30M operating hours and an installed base of around 2,000 units, of which 10-20% are on marine engines. The company has also developed an electrical

Variable turbine alignment is one example of advanced technology beginning to influence turbocharger design

turbo blower to give a kick-start to exhaust gas recirculation (when trying to meet Tier III NOx limits) and avoid the exhaust pressure drops some ship operators have experienced.

Other improvements will be needed as the emissions agenda deepens. With this in mind, MAN has invested €50M (US$56M) in a new dedicated test and research centre at its Augsburg production site – the biggest investment ever made at MAN’s historic headquarters. The centre will open early next year and, says Mr Klaunig, shows a high level of commitment from parent company Volkswagen Group to the shipping industry.

The research centre will help MAN prepare for important launches over the next couple of years, including a new series of radial turbochargers and some new frame sizes to join its latest family, the TCT series.

Launched in February, the TCT series has been optimised for engines working to IMO Tier III NOx emission limits. They can be used on medium-speed and low-speed engines burning either conventional fuel or gas, with a power output from 6 MW to 24 MW. The series will eventually replace MAN’s established TCA

turbochargers, which were introduced 15 years ago.

Mr Kalunig says: “The TCT series is a combination of new and proven design features specifically optimised for IMO Tier III engines. We’ve targeted a smaller, lighter design with a superior charging efficiency and a high air-pressure.”

Ease of maintenance is also a critical factor. At the series’ launch in Piraeus, guests watched Mr Klaunig and MAN vice president and head of after sales Alexander Schäfer disassemble a TCT40 turbocharger to demonstrate its simplified, servicefriendly design.

The new designs are smaller and more efficient than the current turbochargers, with MAN claiming turbocharger efficiency of up to 80%. Manufacturing and operating costs have also been reduced.

The TCT40 and TCT60, for engines with a supercharged power output of 9.46 MW and 15.2 MW respectively, are already available. MAN has sold TCT40 turbochargers to two customers and the model is undergoing its first field test. The TCT60 will be delivered in mid-2020. Other sizes will be added in 2020 and 2021.

Rapid innovation

Even before its cutting-edge research centre, MAN has been innovating rapidly in turbochargers. Earlier this year it became the first engine company to establish variable turbine area (VTA) technology as standard for the turbochargers on large-bore, fourstroke engines.

The technology, which allows the volume of charge air to be precisely matched to the quantity of injected fuel at all points in an engine’s load and speed range, has been introduced on TCA turbochargers for MAN 51/60 engine type.

“High-tech solutions are necessary to meet the market’s demanding requirements and VTA turbochargers are becoming more and more important, especially when it comes to gas engines,” says MAN Energy Solutions project manager for MAN 51/60 engine series Stefan Terbeck. “VTA has already been applied from our licensee, Kawasaki Heavy Industries, which has reported excellent performance and high reliability on their engines.”

As of February, MAN Energy Solutions already had more than 380 references of turbochargers sold with VTA technology. The technology is approved for TCA turbocharger sizes TCA55 to TCA88, for both marine and power applications.

“We collected more than seven years of operational experience before approving VTA technology as standard,” says Mr Terbeck. “As a result, our 51/60DF engine is getting a proven, field-tested product.”

The typical payback period for VTA on MAN engines will be up to two years. The next step will be to make VTA standard for its MAN 51/60G engine type.

The VTA technology is just one example of where MAN’s turbocharging technology has followed that of its parent company VW Group. Mr Klaunig believes that the company can follow the automobile market again by driving the downsizing of engines with modern turbocharging technology.

“It took ages for the car business to introduce turbochargers but now when you open the car hood you see two or three, plus blowers on the engine,” he says. “That’s really what is helping to economise those engines. We need to follow this path to support the engine manufacturers.”

Aside from mechanical research there is also more room for using digitalisation to assist turbocharger design through calculation tools, for example. Mr Klaunig says that like most others, MAN is looking to harness digital services that can provide health monitoring. It is also looking at how to digitalise the purchase process for marine products – a new approach will be introduced first to the earth-moving and oil industries, then to the marine market next year.

But one of the biggest changes may be structural rather than technical. Over the past few years MAN has expanded its range with an electric turbo blower for exhaust gas recirculation, as well as other systems related to air management rather than turbocharging itself. Mr Klaunig believes that there is opportunity in this positioning as an air management systems provider.

“All these products relate to the engine’s air system and there is value in them coming from one supplier,” he says. “Most obviously is that it simplifies things for the customer, having just one point of contact. But we also believe there is the chance to fine-tune these systems, which after all are closely connected, to improve efficiency.”

If MAN can achieve those efficiencies and convince shipowners of the benefits, perhaps it will indeed be a golden age – for the group’s turbocharging business, at least. WTG

The new TCT range of two-stroke turbochargers is designed to make maintenance simpler for crews

Tier III demands drive turbocharger design updates

More stringent limits on NOx emissions and the use of aftertreatment and dualfuel engines are leading to unique challenges for turbocharger design

While turbocharger designers must adapt to the power and fuel efficiency requirements of shipowners, occasionally other factors emerge that throw up different design challenges. One example is the introduction of IMO’s Tier III NOx limits, which became a key focus for Mitsubishi Heavy Industries when designing its latest range of MET turbochargers.

Introduced in 2016, Tier III NOx regulations require newbuild vessels to meet strict limits in NOx emission control areas (NECA) – currently just the North American coastline, but with the North Sea and Baltic Sea becoming NECAs in 2021. The conventional methods for compliance are either exhaust aftertreatment (through

selective catalytic reduction of NOx or recirculation of exhaust gas) or the use of LNG in dual-fuel engines.

Both methods present challenges for turbochargers, says MHI senior deputy manager of two-stroke turbocharger design Yoshikazu Ito.

“For high-pressure EGR, for example, the engine operating point moves greatly when it is switched on or off,” he explains. “So, a wide range is needed within which the turbocharger efficiency does not change much when pressure and flow rate changes.”

In the case of dual-fuel engines, control of the air-fuel ratio is crucial. Turbochargers need to have high efficiency at a high load to make sure they can deliver the air needed to keep the engine firing within the safe

combustion window.

Both factors contributed to the development of the forthcoming METMBII series, the successor to the METMB range (introduced in 2008) which has around 2,000 marine references. The design concept has been finalised and MHI is now preparing for testing, both with an enginebuilder and on board a vessel. The new series will then be launched next year. As with the MET-MB series, 10 frame sizes will cover engine outputs from around 3,400 kW to 45,000 kW.

The new turbocharger was designed for compactness and a high air flow, says Mr Ito. As a result, the casings are unchanged from the existing series, with development focusing on the rotating parts.

The impeller and related components were optimised for air flow, based on MHI’s inhouse flow analysis technology. The blade profile was reviewed and the number of blades was changed from the current combination of 11 whole and 11 splitter blades to seven blades of each type. Reducing the number of blades both increases the air-flow rate and simplifies the production of the impeller, reducing cost.

The design peripheral speed has also been increased and blade angle distribution adjusted. Blade thickness was revised to maintain the impeller’s overall size, even with the new more acute blade profile and the smaller number of blades.

“The demand for a wide operational range was realised by using flow analysis to balance air-flow rate, pressure ratio and efficiency,” says Mr Ito.

A new range is being developed to replace the popular MET-SRC, which now boasts around 15,000 units in service

To balance the high flow rate of the impeller, MHI also needed to adjust the turbine capacity of the MET-MBII. In response to the increase in the design peripheral speed, the turbine blade shape and the number of turbine blades were modified to maintain the same strength as the existing turbine blades. As a result, the number of blades increased from 35 in the MET-MB turbine to 42.

But increasing turbine blade capacity is not simple, says Mr Ito. It requires a corresponding increase in the opening between blades. But if the opening (or throat distribution) is increased too much, dynamic pressure at the outlet of the turbine increases and efficiency will decrease. MHI again turned to its flow analysis technology to resolve this issue. By improving the blade shape, exhaust chamber pressure recovery performance – and therefore turbine efficiency – was improved.

There were further design considerations, including reducing the diameter of the journal bearing and rotor shaft to reduce heat losses. The impact of thrust on the compressor as pressure ratios increase was also explored and a new solution formulated, changing the shape of gas piping on the turbine side to reduce the thrust force working on the compressor.

As a result of these changes MHI registered impressive performance, with air flow through the MET-MBII

impeller 16% higher than that registered for the equivalent MET-MB unit, while maintaining similar turbocharger efficiency. This means that as well as offering stable performance for EGR use and the efficiency needed for gas engines, the MET-MBII can also cut capital costs for shipowners by allowing them to choose one frame size smaller than the current series.

Reduced NOx

The reduction of NOx is also an important factor for auxiliary engines, with four-stroke diesel engines often using Miller valve timings to limit emissions. Miller timings demand higher pressure ratios from turbochargers to compensate for the smaller volume of air that would otherwise be taken into the cylinder, due to early valve closing. For MHI’s latest range of four-stroke engine turbochargers then, as well as for its twostroke units, managing NOx emissions presents design challenges.

IMO’s Energy Efficiency Design Index (EEDI) also had an impact when MHI began to look at the successor to its MET-SRC four-stroke engine turbochargers, explains senior deputy manager four-stroke engine turbocharger design Yushi Ono.

“New ships are subjected to EEDI evaluation, so it is necessary to improve the fuel efficiency of the engine to reduce greenhouse gas emissions,” he

says. “A high-efficiency turbocharger is required and energy-saving equipment, such as an exhaust heat recovery system, is adopted in some cases. Generators also need to improve their load response for the stability of the electric power system, so turbochargers must have high responsiveness.”

To meet these requirements MHI has upgraded pressure ratios for its MET-SRC turbochargers with every new update. The successor series, MET-ER, will boast a pressure ratio of 6.0. This has been achieved by a new type of compressor with optimised blade height and angle distribution.

The turbocharger response speed has also been improved, by about 25% compared with the existing MET-SRC series. A new turbine wheel with a smaller diameter, reducing inertia, contributed to this result, while allowing the new turbocharger to retain high flow rate and efficiency.

The combined impact of these advances was to reduce the turbocharger frame size needed for any given engine. For example, for a 1,000 kW engine the old MET18SRC would have been needed, whereas the new MET16ER will now take its place – offering a size reduction of 40%. The number of parts has also been reduced by about 30%, reducing cost and making maintenance simpler.

The MET-ER range will be available covering engine outputs of about 500 kW to 5,800 kW.

MHI’s developments show that turbocharger efficiency and pressure ratios do not always need to be the focus of design efforts. In fact, the company believes that such a focus can be detrimental in some cases – for example, if turbocharging efficiency is too high for the overall engine system design, the heat being passed into downstream equipment such as economisers and boilers may make these systems work less efficiently.

The company’s efforts to identify the design parameters that matter – rather than a relentless focus on pressure ratios – are evident in the problems solved by its forthcoming new turbochargers, both for two-stroke and four-stroke engines. WTG

Rotor design is crucial to improving air flow and has been a focus in MHI’s latest models

Electrical boost could enable methane slip solution

Catalytic oxidation of methane could solve one of the big emission challenges for gas engines. Turbochargers will play a role in making the technology work

Anew technology being explored by MTU could help minimise methane slip from gas engines. In the process, it could bring together some recent development strands at the Friedrichshafen-based enginebuilder and turbocharger company.

If it were not for methane slip, gas engines would be a much better greenhouse gas emissions solution. Even at a range of 100 years, methane is 28 times more potent than CO2 in its contribution to warming. The multiple is even higher, around 84 times, over a 20-year period.

For MTU this is a challenge well worth exploring. Over recent years the company has invested significantly in the puregas version of its 4000 engines. The first marine versions of the lean-burn engines are due to begin operation imminently in the Netherlands, on board two new ferries owned by Rederij Doeksen.

Lean-burn engines are more prone to methane slip than highpressure engines, which inject fuel as a high-pressure spray and so enable more complete combustion of methane. As a result, MTU developing a high-pressure dual-fuel – a relative rarity in the fourstroke sector.

Another measure is known as catalytic oxidation. The process is currently used to limit carbon monoxide and formaldehyde production where emissions legislation dictates, on stationary engines. They are also emerging for methane, the main component of LNG, but the precious metal-based catalyst technologies are very sensitive to water and sulphur dioxide in exhaust gas. These hinder the methane conversion rate under the temperature conditions after the turbocharger, where the catalyst unit is usually positioned.

Moving the catalyst upstream of the turbocharger improves catalytic conversion performance because of higher temperatures. But it also brings additional challenges, including faster heatinduced degradation of the precious metal catalyst, efficiency decreases and a more complicated mechanical integration.

MTU has studied a full-size pre-turbine catalyst prototype designed for high methane conversion rates in lean-burn gas engines. By varying conditions including mass flow, temperature and catalyst volume the company gained a better understanding of catalyst performance. The tests involved 400 hours of engine operation and the results were compared with additional experiments on a synthetic gas test bench.

The results confirmed the potential effectiveness of a catalyst installed in a pre-turbine location. But deterioration of the catalyst due to heat remains a challenge. MTU looked at increasing the catalyst volume to compensate for thermal aging

but noted that this had an impact on system integration space, cost and efficiency as well as engine dynamics.

Engine dynamics are a particular issue for pre-turbine catalysts. The catalyst substrate requires heating to work effectively and, combined with inflow and outflow components involved, this acts as an additional heat sink that can slow down cold start of the engine, as the exhaust gas reaching the turbocharger takes longer to heat up.

Another one of MTU’s technologies could offer a solution to this dynamic response challenge. In 2017 the company bought a company that had developed an electrical assistance system for a turbocharger, using electricity to drive the turbocharger when air flow was insufficient. MTU found that, given suitably selected levels of electrical assistance, dynamic losses due to the pre-turbine catalyst were not only compensated for, but the performance enhanced.

Both concepts are in the initial investigation phase: catalytic oxidation of methane, whether before or after the turbocharger, is a relatively immature technology; and using electrical assistance on engines as big as those installed on ships remains some way off. But MTU’s investigations show how combining innovative technologies, including turbocharger functions, can unlock the emissions solutions shipping will soon need. WTG

MTU’s pure-gas Series 4000 engines could deploy pre-turbine catalytic oxidation technology

Emissions impact drives turbocharger retrofit business

Shipowner concerns about the impact of emissions abatement technologies on turbochargers are leading to retrofit opportunities for suppliers

For Napier Turbochargers, two different trends are driving sales of retrofit turbochargers and spare parts. The company, which specialises in four-stroke engine turbochargers, has seen new business improving too, but emissions and lifecycle cost challenges are having a bigger impact beyond first sales.

“As in other sectors, the biggest factor influencing the business at the moment is emissions,” says Napier Turbochargers head of sales and marketing Steven Hudson.

“A lot of operators are currently concerned with the ability to meet the introduction of the new emission legislation and are looking to install various technologies which may have impacts on the current turbocharger match,” he says. “Therefore, efforts are being put in place to both retrofit the current turbocharger to overcome these effects, or to match them with a modified or upgraded engine.”

These changes are not surprising given that some of the treatments to reduce SOx and NOx emissions rely on redirecting the flow of exhaust gases. But IMO’s sulphur cap could have an even bigger impact on turbochargers, Mr Hudson believes. The concerns over fuel blends,

including potential contaminations, could lead to fuel quality concerns that could have an effect on turbocharging as well as the fuel-supply system.

“The effects of low-sulphur fuel have yet to filter down into the service life of turbochargers,” he says. “Although the constituents of the fuel are better for the operation of the engine, it also may bring its own challenges.”

Being prepared and well supported for these in-service challenges is becoming more important as ships lengthen their periods without servicing turbochargers – another trend that Mr Hudson has noticed of late.

“Ship operators are now taking the service life of the turbocharger to the maximum, or in some cases extending the life beyond the recommended interval, which is having an impact on spare part sales,” he says. “In some cases the requests have been made to extend intervals by the engine manufacturers, based on feedback from their customers.”

At the SMM exhibition in Germany in 2016, Napier Turbochargers launched its NT series. The NT1-14A model remains its largest-capacity unit, covering engine outputs between 5 MW and 8 MW. Its three-unit NT1 range offers the highest pressure ratios available for this type of

Components are being pushed past their expected service intervals by shipowners aiming to cut maintenance costs

turbocharger, at 6.0.

Given the market trends, Napier’s current focuses on maintainability and enhancing its service network makes sense. Mr Hudson reports that ease of maintenance has a strong focus within Napier to ensure that turbocharger service lives are extended and matched to the life of the engine. The other consideration is to design the turbocharger to ensure minimum downtime for the operator.

“This was demonstrated as far back as the 1980s with the cartridge concept, which allowed operators to exchange the servable parts without having to break into the exhaust system or employ highly skilled engineers to complete the exchange,” he says.

The service network for Napier continues to grow in line with its customers’ demands and the operation of vessels. Napier has close links with OEM workshops and will continue this collaboration for the future, says Mr Hudson, giving further options to the operators of Napier turbochargers.

Napier offers an overhaul and remanufacturing service at its factory in the UK, available for its NT series and many of its NA turbochargers. It also offers an exchange service, under which it stocks a matching unit to a customer’s own turbocharger, which it will swap over when needed and restore the worn unit ready for future use. Napier’s overhauls will only use its OEM components and certificates of conformity and authenticity can be provided. WTG

Tackling the power and acceleration challenges of EEDI

Turbocharger systems and strategies are being used to both reduce the installed power on ships and to overcome the acceleration challenges that reduced power requirements can bring

As the energy efficiency challenges on shipping escalate, more sophisticated measures for reducing emissions are coming into play. The turbocharger has a role in both improving engine efficiency and in recovering energy potentially wasted through heat.

Mitsui Engineering & Shipbuilding first developed its turbo hydraulic system (THS) to recover waste heat from turbochargers in 2008. The first engine with THS was delivered in 2014 and the company has since delivered the system for 19 sets of engines.

While many waste heat recovery systems aim to return recovered heat energy in the form of electrical power generation, the idea behind THS is to reduce fuel consumption by assisting engine rotation through the use of hydraulic technology. The main circuit consists of hydraulic pumps connected to the shaft

end of the turbocharger by a reduction gear. The high-pressure oil pressurised by the pumps is delivered to a hydraulic motor directly connected to the engine crank shaft. Having driven the motor, the hydraulic oil is then returned to the pumps to be pressurised again.

According to tests on Mitsui’s test engine and at shop trial on commercial engines, THS delivers a fuel oil consumption cut of up to 3% without increasing NOx emissions.

But the world has moved on since Mitsui first launched THS. Electronically controlled engines, using hydraulic power to actuate valves and the injection system, have become more popular. A new version of the system, THS2, aims to recover heat to pressurise hydraulic oil for these functions too. The company believes that the updated system can recover twice the hydraulic power needed for

The electric turbo compounding system will recover electricity from the heat of engine exhaust gases

engine valve actuation and fuel injection, meaning it can continue to assist engine rotation by using the engine-driven pumps as hydraulic motors.

Mitsui has tested the new system using a MAN Energy Solutions TCA55 turbocharger on a S60ME-C engine. Tests on a turbocharger test bed and on Mitsui’s 4S50ME-T test engine showed a 2-3 g/kW improvement of fuel oil consumption for engine loads from 50100%, while NOx emissions are nearly unchanged.

Moving goalposts

Unfortunately, the goalposts have moved again for Mitsui and its turbo hydraulic system. Since IMO’s NOx Tier III regulation entered into force in 2016, those building new ships have had to introduce counter-measures to reduce NOx. One of these measures, high-pressure exhaust gas recirculation (EGR), poses a challenge to waste heat recovery by reducing the exhaust gas energy available for the turbocharger. So THS2 offers reduced recovery when EGR is used to reach Tier III limits.

But the system can be used with another function, delivered on MAN’s two-stroke engines, whereby EGR can be run to provide an efficiency boost while an engine is required to meet Tier II NOx limits. Under EcoEGR mode, introduced by MAN last year, the engine tuning is adapted towards greater fuel efficiency, even though this would push it beyond Tier II limits without the intervention of EGR. The EGR system then enables the engine to stay within Tier II.

Although THS2 cannot offer full energy-recovery benefits when an EGR is being used to meet Tier III, it can provide full assistance when EcoEGR is used, resulting in an even bigger fuel saving.

The THS system can also offer benefits when a shipowner has installed an engine with a lower power output – to meet IMO’s Energy Efficiency Design Index (EEDI) requirements, for example. Reduced engine output causes the slow acceleration of the ships due to less torque being available during acceleration. If power output is too low, this can mean that ships pass too slowly through the ‘barred speed range’, the speeds between which they are advised to pass quickly because of the risk that torsional vibrations will damage the shaft line.

Using Mitsui’s turbocharger waste heat recovery system, the hydraulic pumps installed on the turbocharger and the hydraulic motor on the engine crank shaft can be used to reverse the flow of hydraulic power, helping to turn the turbocharger turbine. For large two-stroke marine engines, auxiliary blowers are normally installed to supply enough air for the engine on lower load, typically up to 35%. Using the turbocharger assist function, THS can perform this service and improve engine performance on lower load as well as acceleration capacity.

The technology that Mitsui needed to monitor and control the air-fuel ratio was developed during engine tests for the four-stroke, lean-burn MD36G gas engine, which requires strict air-fuel ratio control for stable combustion. A turbocharger assist test has been carried out at Mitsui’s test engine to confirm how much scavenging air pressure can be increased by the THS 2 turbocharger assist function; an improvement of about 0.1 bar has been confirmed from 15-35% engine load without affecting engine performance. WTG

UK team develops turbocharger energy recovery

A consortium led by Bowman Power Group has developed an energy-saving and emission-reduction system that converts waste heat from the exhaust stream into electrical power.

The project, completed in 2018 after four years of study, indicated the potential of the technology – known as electric turbo compounding (ETC) – to achieve fuel savings of up to 7.8%. Besides the indicated fuel savings achieved with the ETC 1000 installation on the MTU Series 4000 engine, predicted optimum payback time on system investment was 2.3 years.

Bowman teamed up with Rolls-Royce Power Systems, Lloyd’s Register and University College London (UCL) to conduct the research. Innovation accelerator and funding agency Innovate UK contributed around £1M (US$1.3M).

The objective was to deliver a design and prototype hardware to demonstrate the application of ETC at full scale on marine diesel and gas engines. The core technology already has a record of reliable performance in land-based power generation.

Applied in-line with an MTU 4000 M93 engine’s turbocharger, Bowman’s ETC 1000 has a turbo generator which harnesses energy from the exhaust. Through the power electronics element of the system, the high-frequency electricity is converted into grid-quality electricity at 50/60 Hz, as suited to a shipboard net.

Rolls-Royce provided key information and simulation results for the study using an MTU Series 4000 M93 high-speed, four-stroke engine fitted with a twin ETC 1000 arrangement.

The Marine Research Group at UCL devised a system model to explore the benefits, performance limits, secondary impacts and expected results. The software gave insights over complete operating profiles.

Bowman is moving forward with prototyping and testing. Seven different turbo generator and power electronics unit prototypes have been built and tested in different applications.

As a result of the work, validated with testing, the participants have delineated a road map and route to market for the system in marine applications. Bowman is in discussions with two large engine manufacturers and a major ferry operator to bring the solution to market.

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Maritime Hybrid & Electric Conference

4-5 September 2019, Bergen

Achieving significant reductions in fuel consumption, maintenance costs and emissions

The electric revolution is here, the maritime industry has embraced innovations in hybrid and electric power and propulsion technologies. Scandinavia is leading the world in the development and operation of electric powered vessels. This two day conference will discuss the latest innovations in hybrid and electric technologies and how they can provide significant reductions in fuel consumption, maintenance costs and emissions.

PROGRAMME HIGHLIGHTS

• The potential of hybrid and electric power as clean energy and in creating a green footprint.

• How big is the hybrid and electric market?

• China is a big player in providing competitively priced solutions – how are they forging ahead?

• How is Europe leading the world with its green initiatives?

• How are hybrid and electric technologies being regulated?

• Hydrogen fuel cells versus lithium-ion batteries.

• How can hybrid and electric solutions be used for various types of vessels and maritime applications?

• Energy density considerations and analysis.

• How do you go about replacing auxiliary engines with a battery solution?

• Assessing the number of battery packs required over the life-cycle of a vessel.

• The price of batteries and how manufacturers are looking to reduce costs.

• Managing risks and ensuring safety.

• Can hybrid systems and batteries achieve zero emissions shipping?

This conference will demystify how hybrid and electric technologies benefits maritime operations. Industry leaders will make transparent the costs involved and the efficiencies that are realistically attainable.

To sponsor or exhibit and to promote your position as a thought-leader in this field, please contact:

Rob Gore on +44 20 8370 7007 | rob.gore@rivieramm.com Indrit Kruja on +44 20 8370 7792 | indrit.kruja@rivieramm.com

www.hybridelectricship.com

Event partner

Supporting organisations

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Emissions demands drive two-stage turbocharged engine evolution

Two-stage turbocharging is finding its way onto more marine engines

More marine engine designs are deploying two-stage turbocharging, but the concept’s potential for low-speed engines remains debated

Multiple projects over the past year have highlighted how two-stroke turbocharging has become a go-to technology for engine designers looking to improve both the emissions profile and engine performance. Going beyond the magical 6.0 compression ratio by deploying two charging stages with an intercooling period, two-stage turbocharging offers a potent combination of benefits – higher brake mean effective pressure in cylinders, enabling lower fuel consumption and cylinder temperatures along with

higher power density.

The Shanghai Marine Diesel Engine Research Institute (SMDERI) is among those engine designers trying to harness the miracle of compound compression as it reacts to new emission demands from the Chinese Government. On 1 July 2018, the first stage of China’s new emission regulations governing marine engines used on rivers and around islands came into force. Known as China I, the regulations apply to the vast majority of vessels on the country’s domestic waterways that fall between existing domestic emission legislation on small engines (with a power output of less than 37 kW per cylinder) and the engines of internationally trading vessels whose emissions are regulated by IMO.

The regulations cover carbon monoxide, unburnt hydrocarbons, NOx and particulate matter. Perhaps the most onerous levels for engines to reach are those relating to NOx. For a medium-speed engine like SMDERI’s six-cylinder 6CS21, with a total rated output of 1,320 kW, China I demands a 13% reduction in NOx emissions. That will become even more

Maritime Hydrogen & Fuel Cells Conference

3 September 2019, Bergen

How hydrogen fuel cells will revolutionise maritime

Hydrogen and fuel cell technologies are being embraced by the maritime industry as part of wider efforts to promote a green operational footprint. Hydrogen fuel cell vessels and traditional electric vessels with lithium batteries are currently being developed for various maritime applications. This one-day conference will focus on the key features and benefits of hydrogen fuel cell vessels.

Industry leaders will bring to light the latest initiatives on hydrogen and fuel cells. Speakers will discuss how hydrogen fuel cells and traditional batteries can coexist and complement each other in delivering clean and efficient energy solutions for various maritime applications.

This event brings together vessel owners and operators, classification societies, hydrogen fuel cell manufacturers, systems integrators, naval architects, engine manufacturers, industry associations, analysts and suppliers.

EVENT HIGHLIGHTS

• Potential of hydrogen and fuel cells for maritime applications.

• Industry update – current R&D initiatives and the latest industry data.

• Understanding the features and benefits – how do fuel cells compare against traditional battery technologies?

• How can the enhanced energy density of hydrogen benefit maritime vessels?

• Proton Exchange Membrane (PEM) fuel cells for maritime.

• Solid Oxide Fuel Cell (SOFC) systems for maritime.

• Engineering considerations when dealing with hydrogen and fuel cells – vessel layout and weight.

• Can hydrogen and fuel cells be produced in an environmentally friendly and cost-effective way?

• Case studies of recent industry initiatives and vessels.

• The business case for hydrogen fuel cell vessels.

To sponsor or exhibit and to promote your position as a thought-leader in this field, please contact: Ian Glen on +44 7919 263 737 | ian.glen@rivieramm.com

www.hydrogenandfuelcells.com

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onerous from 1 July 2021 when a second stage of the regulations, China II, come into force. NOx emissions for the current 6CS21 will need to be cut by nearly a third.

SMDERI turned to a two-stage turbocharging process to help the engine meet the first round of China’s new emission demands. The two-stage turbocharged engine, 6CS21TS, has 14% higher power than the 6CS21, with rated power increased to 1,500k W. The emission characteristics of the two-stage turbocharged engine are also improved. The weighted fuel consumption is reduced by 11.6 g/kWh, smoke emissions at all the operation loads are reduced and NOx emissions are reduced by 12% – satisfying not only the China I but also IMO’s Tier II NOx emission regulations.

The two-stage turbocharged engine has a much higher pressure ratio than that of the original single-stage turbocharged version, up from 5.09 to 7.15. The average exhaust gas temperature was reduced by 23°C, reducing the heat load of the diesel engine.

SMDERI also studied the influence of timing on the performance of the 6CS21TS engine. It concluded that variable valve timing technology can be used to solve low-load performance problems as well as other challenges – including insufficient air intake and higher fuel consumption – that would be caused by the use of a strong Miller cycle.

So much for China I, but how will SMDERI’s engine meet the even higher demands of China II in two years’ time? The company has conducted simulations deploying exhaust gas recirculation (EGR) on the 6CS21TS engine. It found that while the brake mean effective pressure remains constant at 2.71 MPa, emissions are further reduced, to below the limit required by China II.

Inevitable trade-off

Although there is an inevitable trade-off between NOx reduction and fuel efficiency, the engine simulation showed good economy with a minimum fuel consumption rate of 195.1 g/kWh at 75% load. SMDERI’s research has also showed that the new 6CS21TS diesel engine could make use of larger EGR rates (recirculating more than 25% of exhaust gas) to satisfy the IMO Tier III emission regulation.

The institute believes that its research so far shows that the technical route to bring the 6CS21 diesel engine up to the China II regulations is to use a high-pressure common-rail fuel system, a two-stage turbocharging system, a strong Miller cycle and EGR. So far it has completed the design of the 6CS21TS with the EGR diesel engine. According to the project plan, the prototype engine is expected to be bench tested in October.

Meanwhile Hyundai Heavy Industries is incorporating twostage turbocharging into two additions to its four-stroke engine portfolio. For its latest dual-fuel engine, the top-of-the-powerrange H54DF(V), as well as the new diesel engine H32C(V), the company has developed two-stage and single-stage turbocharged designs simultaneously.

Marine propulsion and power generation are among the core applications of the HiMSEN H54DF(V). With a bore size of 540 mm and a stroke of 600 mm, this is the most powerful dual-fuel

engine developed in the HiMSEN range, with a power output per cylinder of 1,470 kW. This means it can be applied with smaller numbers of engines and cylinders, compared to smaller engines, bringing cost benefits. A 12-cylinder prototype was started at the end of 2017.

The engine was designed with a modularised design concept. One example is the charge air cooler (CAC) module, with the two-stage turbocharger – comprising four sets of turbochargers, intercooler and after cooler – mounted on the engine in the module to save space.

The CAC module has several cooling water and lubrication oil flow paths. To optimise the air flow inside the module, the overall core flow uniformity was maximised and the pressure drop was minimised. Due to the additional weight of the secondary turbocharging system, HHI applied additional support between the CAC module and the engine block on the two-stage turbocharged version of the engine.

The other engine in HHI’s range to benefit from a two-stage turbocharging upgrade is the HiMSEN H32C(V), an updated version of the H32/40(V), of which more than 1,500 are already in service. The newer engine will aim to offer a power output 20% greater than the current engine due to the application of new technologies including two-stage turbocharging, dual valve timing, a double governor and electronic variable fuel-injection timing. A 12-cylinder prototype is already running.

HiMSEN has already deployed the Miller cycle timing on its engines, but a more enhanced Miller cycle has been applied for the new engines, leading to lower cylinder combustion temperature than before and consequently reduced NOx levels. The Miller cycle also gives the benefit of reducing knock occurrence in gas-fuelled engines.

Because it is possible to lower the combustion chamber temperature and reduce NOx levels, injection timing can be advanced so that the peak firing pressure increases, improving

Hyundai Heavy Industries’ new 320-mm bore H32C(V) will offer a big pressure boost compared to the HiMSEN H32/40

engine efficiency. Compared to previous models, the H54DF(V) and H32C(V) will increase peak firing pressure by around 30%.

The enhanced Miller cycle means a shorter duration of intake valve opening, so requires higher boost pressures to get enough air into the combustion chamber. A two-stage turbocharging system is needed to take full advantage of the engine efficiency and emissions gains achievable when the Miller cycle is used.

HiMSEN electronic variable injection timing (HEVIT) is an add-on system for the injection timing control of conventional fuel-injection pumps. It provides load-dependent fuel-injection timing. The main component is an electromagnetically activated two-way valve unit attached on the top cover of the fuel-injection pump. The valve unit either closes the pumping chamber or connects it to the fuel return line. Thus, the fuel injection is determined by the valve activation and the start of the injection cycle can be flexibly controlled depending on the crank position. Redundancy is an additional benefit – if the two-way valve malfunctions, HEVIT can still function as a conventional, mechanical fuel-injection pump.

Clear applications

If there are clear applications for two-stage turbocharging on four-stroke engines, there is still discussion about whether or not the concept could be applicable for two-stroke engines. MAN Energy Solutions has a lot of experience with two-stage turbocharging, having produced some of the first engines to feature the concept – it passed 27M service hours on two-stroke turbochargers earlier this year, and around 10-20% of that installed base is in the marine field, says vice president and head of turbocharger sales Ralph Klaunig.

For all its experience, Dr Klaunig believes that there are practical reasons why two-stage turbocharging will not be

applied to low-speed engines. “Two-stage turbocharging only really offers significant benefits on four-stroke engines,” he explains. “Even if you could find a way to increase the efficiency benefit for two-stroke engines, the design changes that would be needed would be too great to make it worthwhile.”

In principle, Winterthur Gas & Diesel agrees that two-stage turbocharging, at present, is not worthwhile for two-stroke engines. But according to general manager engine performance Daniel Schäpper, it may be worth re-evaluating the technology.

“Given the demands on shipping to reduce emissions I think that we will need to look again at possibilities to drive better performance out of engines,” says Dr Schäpper. “With the upcoming changes in legal requirements [on emissions] on the one side and costs evolution both for hardware and fuel on the other, the payback time for two-stage turbocharging installations might come into a reasonable range.”

There are some potential solutions to improve the efficiency of two-stage turbocharging on larger two-stroke engines. One was studied by WinGD in 2016, using an asymmetric port device – hydraulically regulated to slide on the outer liner surface – to delay intake port opening timing. This means a later exhaust valve opening is possible without causing exhaust gas blowback into the intake receiver. The greater expansion of gases in the chamber also benefits combustion.

Although such a set-up is feasible and would offer marginal improvements in performance with the same emissions profile, there are multiple challenges, notes Dr Schäpper. First, the firing pressures required to make the concept work are higher than for today’s engines. The reduction in exhaust gas temperatures that combats NOx production could also increase cold corrosion – caused by sulphuric acid condensation – in the exhaust funnel and boiler.

The nature of the low-speed engine might also make engineering a solution difficult. “Even if the application of two-stage turbocharging on two-stroke engines may be less complex in design and operation than for four-strokes, it is challenging due to product customisation in the low-speed sector. Each engine can be ordered anywhere within the rating field. We would expect complications for turbocharger matching compared to today’s procedures.”

Financially, the benefits are not yet conclusive. The secondstage turbocharger and cooler, with the additional systems and the redesign of the engine, would substantially increase costs. This could be somewhat offset by the resulting increase in power density, which could lead to the selection of engines with fewer cylinders or a smaller bore size.

Dr Schäpper concludes: “According to our preliminary estimations, the increase in efficiency will return investment for customers in some years. The future evolution of regulations towards CO2 reduction – such as the tightening of the Energy Efficiency Design Index – may trigger additional interest on the application of the technology.”

Two-stage turbocharging offers clear advantages for fourstroke engines and could yet help two-stroke engine operators meet tightening emissions legislation. But until technical and economical obstacles are overcome, two-stroke engine designers will look to other areas to realise the efficiency gains they need. WTG

Recent marine four-stroke engine launches, including MAN’s 45/60CR, deploy two-stage turbocharging

Algarmani is proud to be a PrimeServ partner

With its main workshop strategically located within the Aden Free Zone container terminal in Yemen, Algarmani Trading Corp offers comprehensive facilities for operational support of both engines and turbochargers. Having initially built its trading relationship with MAN B&W Diesel, the company is now authorised by MAN Energy Solutions as a Service Partner and is part of its MAN PrimeServ Network.

Algarmani’s Aden repair facility was opened in 2001 and is equipped to handle maintenance and repair of MAN turbochargers as well as those of other major manufacturers, including ABB, Napier and Mitsubishi. The workshop is fully capable of overhauling both engines and turbochargers, boasting a range of static and portable machining equipment. Two static balancing machines are available, along with vibration measurement and analysis equipment and a portable balancing rig for on-site work.

Full decarbonising and sand and glass bead blasting, facilities are available for cleaning components prior to repair work. Engine-block re-machining can also be carried out, in addition to crack testing and damage repair. Welding and metal spray repairs are carried out based on the use of well-proven Castolin products and process techniques, with the company being the only repair shop in Yemen to offer these facilities. The business also offers

high-tech spray-coating systems to recover worn or damaged shafts and other critical components that would otherwise prove costly to replace.

To support its turbocharger service work, Algarmani maintains comprehensive stocks of spare parts to ensure availability for routine service needs, breakdowns and equipment repair. Alongside new OEM spares, refurbished parts can also be provided and long-term supply agreements are offered, providing operators with the benefits of fixed prices and assured parts delivery times.

Shanghai Daewin Marine Parts covers China’s coast ports

With its strategically located head office, Shanghai Daewin Marine Parts offers marine operators a comprehensive spares supply service for main and auxiliary engines. It also offers full turbocharger spares and service capabilities.

For main engines, parts for Sulzer RND, RLA, and RTA products are available, alongside those for Flex-RT50, Flex-RT60 and Flex-RT82 engines. MAN B&W, Pielstick and Mitsubishi parts are also available, including for UEC and UET series engines. Stocks are held for auxiliary engines including those for Daihatsu, Yanmar, MAN and Cummins machines.

For turbocharger maintenance and service, the company offers facilities and expertise in all turbocharger types. Its can provide a wide scope of work, starting from routine maintenance and progressing to full repair and overhaul work, which can be offered at all the major ports in China, from south to

north. Overhauls can be carried out either on board vessels or in fully equipped workshops.

The company’s capabilities include component repair work such as turbine

blade welding. Dynamic balancing is carried out to ensure vibration levels meet service requirements. The company can also supply turbocharger cartridges, which allow more rapid change-out work on site, minimising downtime for operators.

Shanghai Daewin Marine Parts offers a comprehensive supply of turbocharger spares, including for ABB VTR, VTC, RR, TPS and TPL products. For MAN turbochargers, NR, NA, TCR and TCA spares are offered with Mitsubishi MET18 to MET71 products also covered, along with those for IHI AT, RH and RU series turbochargers. Both new and repaired or refurbished spare parts are available, often supplied directly from stock.

As well as engines and turbochargers, the company provides comprehensive support to marine operators by supplying spares for equipment such as air compressors, pumps, hydraulics motors, AC motors and gearboxes.

Daewin can provide spare parts and complete cartridges, such as these for MAN NR29/S turbochargers

Part of the extensive range of spares available from Algarmani (credit: Algarmani)

Gulf Turbo and Turbo Solutions continue expansion into India and China

ISO-certified companies leverage experience and global breadth of personnel

Turbo Solutions and Gulf Turbo are specialist repair companies strategically located in the Middle East and Singapore, and China and India.

Two new workshops were inaugurated in 2019, the first in Shanghai, China, and the second in Mumbai, India. Additional workshops will soon be operational in southern China and on the western coast of India.

Turbo Solutions is based in Singapore, while Gulf Turbo & Diesel has workshops and offices in Dubai, Sharjah, Fujairah, Oman and Bahrain. The service stations specialise in repairs, onboard service, reconditioning and spare-part supply for all makes, models and types of turbochargers, fuel-injection equipment and governors.

The management, engineers and senior technical team comprise personnel who formerly worked with the makers. They have an average of 15 years of experience in the field of turbochargers. The engineers and technicians trained in Germany, Singapore, Korea and Japan. They operate and test equipment using original Schenck, Woodward, Hartridge and Bosch test-benches to manufacturers’ procedures and standards.

Shipowners and managers rely on their qualified and experienced teams for high-quality and cost-effective service. Gulf Turbo Solutions is on standby 24/7, 365 days a year, to serve the marine and offshore industry where services and spares are needed ‘yesterday’.

The companies are ISO-certified and authorised repair agents for Mitsubishi

Heavy Industries’ MET Turbochargers. Gulf Turbo is also the co-operative repair shop for MES Techno Service for Mitsui MAN and TCA Turbochargers in Dubai and Bahrain. KBB has appointed Gulf Turbo as its distributor in Bahrain.

The specialist services offered are:

• Turbochargers – Dynamic balancing, shaft-end repairs, reblading, glass bead blasting, assembly of bearing units, and reconditioning of oil pumps.

• Governors – Servicing of all makes and models of mechanical and hydraulic governors and actuators. Brands include Woodward, Regulator Europa, NZ and Diesel Kiki.

• Fuel-injection pumps – Servicing, testing and calibration of all kinds of diesel fuel-injection pumps that include inline fuel pumps and rotary fuel pumps. Engine makes include Bosch, Caterpillar, Stanadyne, Delphi and Cummins.

• Single-cylinder fuel pumps and fuel injectors – Servicing, testing and calibration of all makes and models of fuel pumps and fuel injectors. Engine makes include Bosch, Bryce, L’Orange and MAN B&W.

• A stock of commonly used spare parts is maintained in the UAE and Singapore. The stock includes service kits (original and genuine) for MET, MAN B&W, Mitsui MAN, KBB, Napier, and IHI turbochargers. New and reconditioned turbocharger parts are supplied at competitive prices with a warranty.

Repeat orders from various shipping companies and shore-based powerplants are a measure of the quality of spares and service provided.

The companyʼs engineers and technicians trained in Germany, Singapore, Korea and Japan

IMTS has a strong base with worldwide capabilities

Established in 1992, Istanbul Marine Turbine Service (IMTS) is the largest turbocharger service company in Turkey and has the largest number of available service engineers. The company maintains a strong network of service locations, both in Europe and stretching from North America to the Far East. These allow the company to offer aroundthe-clock support to customers on a global basis.

With its headquarters located in Tuzla, Istanbul, IMTS has convenient access to the major shipyards at Tuzla and Yalova and the company has further affiliate workshops in the ports of Izmir and Mersin. With close links to the marine industry, all its service engineers are from marine backgrounds with oceangoing experience, including in roles of marine chief and first engineers. In addition to the marine sector, its business base extends to other areas of

turbocharger service management; for example, it has long-term experience within power plant applications.

The IMTS workshops are equipped to overhaul all types of turbocharger, including Napier, KBB, MAN, Mitsubishi, ABB, IHI, SKBT and MTU. Facilities include all equipment needed for dynamic balancing and repairs; refurbishments can also be carried out under strict quality-control. Capabilities include shaft and blade repairs and components such as oil pumps and roller bearings can be reconditioned.

The company is authorised as a service centre for both Napier and KBB turbochargers, with engineers and technicians trained by those OEMs. It is also a certified supplier of genuine spare parts for those companies’ products. Russian turbocharger manufacturer SKBT has also approved IMTS as a service centre to provide support for

operators of its turbochargers installed in marine applications.

IMTS works to provide proactive support for all equipment operators, whether in marine or power plant sectors. “We are active in many fields and work seriously on maintenance contracts for major shipping companies,” said IMTS commercial operations director Metin Gungoren.

MTD focuses on tailor-made approach to servicing

MTD’s workshop is located in the ship-repair area of the Port of Genoa. While the company’s operations have traditionally been Europeanfocused, today the company’s range of operations has been extended to Central-South America and Asia, and the company is available 24 hours a day to reach all ports around the world.

Established in 1986, La Meccanica Turbo Diesel (MTD) has held ISO 9001 quality certification from RINA since 2004. The company employs a staff of more than 30 people, performing all activities in accordance with pertinent health and safety and environmental regulations. The corporate ethos is focused on tailormade servicing for customers, with special attention given to material choice in order to fulfil client expectations and requirements.

MTD is an authorised service station for the manufacturers Mistubishi, KBB,

STX, Meidinger and Combimac and is also a reseller of Dantec and Melett spare parts.

The company’s experience in supercharging, and the workshop equipment, enables it to perform overhauls, repairs and machining on all type of turbochargers, including Napier, Man, Abb, Weichai, IHI and others.

In recent years the company has entered into the automotive sector, developing its capabilities for overhauling/sale of turbochargers of the main manufacturers in this area, such as KKK, Garrett, and others).

MDC has also implemented a specialized department for the overhaul of gas blowers installed in the cogeneration field, for which the company is a representative of brands including Meidinger and Combimac.

The company welcomes enquiries for any further information and details, or to organise facility visits.

MTD uses specialised equipment to service turbochargers of all sizes

IMTS workshops can overhaul all types of turbocharger (credit: IMTS)

Marine Bearing Solutions offers parts, service and NTN-SNR roller-bearing assembly

The strategic location in Zwijndrecht, the Netherlands, close to Port of Rotterdam, Antwerp Harbour and Amsterdam Schiphol International Airport, means parts can rapidly be shipped to any destination from Marine Bearing Solutions’ workshop.

For more than 20 years NTN-SNR has been designing, manufacturing and developing solutions for turbocharger bearings in all markets where bearings have an essential role. It requires partners to have a high level of knowledge of the assembly process, which, with more than 20 years of experience in assembly of bearings, Marine Bearing Solutions provides.

Marine Bearing Solutions assembles bearings in a climatecontrolled room using only calibrated tools to ensure all measurements are correct, which assures smooth running of the turbocharger. The whole assembly process is monitored from start to finish. All measurements and clearances are recorded and linked to a unique serial number, which allows tracing of each individual bearing from NTN-SNR production, all the way to the actual bearing unit installed by the end-customer. Bearings are

Marine Partner

packed in air-tight strong tins in order to guarantee the longest life in case they are kept as spares.

In response to continued demand for preventative maintenance, the company is expanding its marine turbocharger offerings. It has a new stock of spare parts available at short delivery times including overhaul kits, nozzle- and cover rings, rotors (complete and naked), turbine blades, casings, oil pumps, seals and gaskets. All parts are manufactured to maker specifications including ABB, KBB, IHI, MAN and Napier, and are guaranteed for performance.

Marine Bearing Solutions’ engineers can service, maintain and enhance turbochargers in the company’s workshop, extending turbocharger lifetime and reliability. Inhouse technical experts can provide technical advice and support, while the professional sales team is available to provide swift service and answer questions.

The company focuses on proficiency, top quality and customer satisfaction, with an ethos that the small details really do matter.

offers turbocharger and other equipment servicing for China and beyond

With facilities in both Shanghai and Zhoushan Island, Marine Partner offers experience and depth of knowledge about turbochargers, engines, compressors and a wide range of other shipboard equipment.

In support of turbochargers, Marine Partner has a specific repair team covering the whole of China and able to carry out overhauls either on board vessels or at fully equipped workshops. Rotor repairs and refurbishments can be undertaken, including reblading and replacing turbine stage damping wire. In 2017, the company built a second repair station, located on Zhoushan Island, to offer time and cost savings for clients.

Marine Partner can overhaul and repair both small and

large turbochargers. Following dismantling and cleaning, components are inspected and fully assessed for condition. Worn or damaged components are replaced and the complete rotor is dynamically rebalanced in the workshop. Equipment is available for measuring wall thickness to assess any degradation of the casing, and pressure testing can be carried out to ensure integrity and gas tightness. Air-filter silencers can also be reconditioned.

Comprehensive spare-part stocks are maintained for immediate dispatch to operators and to support overhauls and repair work carried out in the company’s workshops. Parts stocked include those suitable for ABB VTR, VTC, TPS, TPL and A100 series products and MAN NR, NA, TCR and TCA turbochargers. The company also holds components for the Mitsubishi MET, IHI, RU, RR and KBB turbocharger ranges.

For diesel engines, the company holds parts in stock for engine suppliers including MAN, Wärtsilä, Mitsubishi, Yanmar, Daihatsu and Cummins. This enables Marine Partner to recondition and repair many major engine components.

With a focus on turbochargers and engines, the company offers key services for marine and industrial operators in the China region and beyond. The company sees reliability as the most important service factor and operates with qualified staff on call 24 hours a day, 365 days a year. The company’s guiding principle is that ‘Reliability means value’.

An ABB VTR714 turbocharger being assembled in Marine Partner’s workshop (credit: Marine Partner)

Technical innovation key to turbocharger MRO for Tru-Marine

Employment of digitalisation and automation will enhance value proposition

Established in 1977, Tru-Marine offers full maintenance, repair and overhaul (MRO) services for turbochargers, from scheduled overhauls to in-situ emergency repairs. The company’s service ethos aims at technological innovation and operational excellence, measured as every delivery being made in full and on time.

Tru-Marine’s facilities offer round-the-clock, integrated service coverage. Headquartered in Singapore, the company’s network of fully owned stations in strategic ports covers Shanghai, Zhoushan, Guangzhou and Tianjin in China, Dubai in the UAE, and Rotterdam in the Netherlands.

Over its more than 40 years of operation, the company has developed strategic longstanding relationships and is maker-authorised for certified service and genuine parts. It is maker-authorised and competent to service all types of turbochargers manufactured by Mitsubishi Heavy Industries, Mitsui Engineering & Shipbuilding, Kawasaki Heavy Industries, Kompressorenbau Bannewitz and Napier Turbochargers.

Tru-Marine’s additional appointments for non-turbocharger equipment include the Woodward Authorised Independent Service Facility for governors and actuators. Tru-Marine is certified as an authorised workshop by Mitsubishi Heavy Industries Takasago Machinery Works, for the maintenance of turbines for starting up cargo oil pumps, water ballast pumps and tank-cleaning pumps.

Research and innovation is a corporate priority: inhouse design and troubleshooting facilities can support new turbocharger and technological concepts. The company has developed relevant reclamation solutions for the economic recovery of worn turbochargers. Tru-Marine’s research and development capabilities date back more than two decades, and began with collaborating with research institutions to develop welding-based repair of turbine blades using a gas tungsten arc process. The company offers cost savings by offering repair methods as an alternative to premature replacement of worn turbocharger parts.

The company aims to extend its product and service scope through its R&D efforts, and places an emphasis on introducing disruptive repair methods that phase out market practices that have become sub-optimal in productivity and relevance. The latest repair method is super-coating using high-velocity oxygen fuel (HVOF) to offer significant

protection against component erosion and wear.

Tru-Marine plans to upgrade its engineering expertise and knowledge beyond the sector it currently operates in, with a goal of expanding the company’s ethos and best practices. To this end it has embarked on Industry 4.0 Transformation, with the goal of transforming Tru-Marine into a ‘Smart’ MRO Factory.

The first step toward this will be the introduction of Internetof-Things and system-service applications into the company’s end-to-end order process, to transform it into a cyber-physical system. Successful initiatives so far include processing of digital orders ‘human hands-off’ (using solely IT), and integrating separate processes and machines that give rise to higher productivity and lower costs.

By employing digitalisation and automation to improve efficiencies, Tru-Marine will be able to deliver a different value proposition beneficial to its customer.

Applying a Tru-Marine Supercoat to a nozzle ring using HVOF

Turbo Belgium provides spares as well as servicing

Dedicated provision of spares means Turbo Belgium can offer immediate assistance to clients

Antwerp-headquartered Turbo Belgium has recently opened a branch in Piraeus, Greece, and expanded its workforce and added provision of spares from dedicated factories to its offerings as well as providing turbocharger servicing.

Turbo Belgium sees the three key elemements to its business as being quality, availability and pricing. The company seeks to offer high quality at an appropriate, honest price and with demand for high-quality turbocharger parts always strong, the company has recently repositioned itself as a competitive supplier of parts in addition to being a service provider. Fully equipped to handle service work on all types of turbochargers, the company can also supply spare parts, produced in dedicated factories, worldwide. As well as the

efficiencies that come from manufacturing its own parts, the company also offers clients a 12-month warranty on parts it provides and service work it carries out.

Turbo Belgium has also invested in its warehouse capacity and keeps a large stock of spares in order to act immediately when clients need assistance. Clients can also arrange for Turbo Belgium to keep a dedicated stock of spares always available for them, either through agreeing a service contract or by notifying the company of future service requirements in advance.

The company’s head office is located in Antwerp with both sales and service teams, including engineers. Turbo Belgium’s Antwerp facilities include a workshop with two Schenck balancing machines, an ultrasonic cleaning machine, six workstations and expanded warehouse capacity. The Piraeus office is home to both sales and service teams as well.

As well as its head office and Piraeus branch office, Turbo Belgium has a global network of service partners, enabling it to assist clients worldwide. It also has a dedicated team of mechanics able to travel wherever the client needs to perform turbocharger overhauls.

Two years ago, Turbo Belgium achieved Quality ISO 9001:2015, demonstrating a consistently high standard of work in the face of strong demand.

Turbo Belgium’s Antwerp facilities include a workshop with two Schenck balancing machines, an ultrasonic cleaning machine, six workstations and expanded warehouse capacity

Turbo Cadiz covers Morocco, the Canary Islands, Algeciras and Cadiz

In 2019, Turbo Cadiz marks 33 years since its founding. Dedicated to the repair of all types of turbochargers and heat exchangers, Turbo Cadiz’s head offices are located in Cadiz. Services are also provided through branches in Las Palmas (the Canary Islands), Tangier (Morocco) and Los Barrios (Algeciras, Spain), with these service centres fully equipped to handle a complete range of turbochargers repairs.

The company has facilities larger than 3,000 m2 in Cadiz Bay and close to the major maritime centre of Algeciras Bay. The facilities are fitted with industrial equipment for system cleaning with closed-circuit industrial washing machines, balancing machines for up to 3,000 kg and 1,700 mm in diameter, and microblasting cabins for high-volume parts with closed circuits, in addition to specific machinery for the repair of automotive turbochargers. All

company equipment features up-to-date technology, and services are available 24 hours a day, 365 days a year.

Turbo Cadiz is an authorised agent for turbocharger manufacturers including Mitsubishi, KBB, STX, Napier and Hedemora Diesel (Hispano Suiza), along

PBS Turbocharger retrofits a key strength for Turbo Internacional

One factor that makes Turbo Internacional stand out as a business is its specific expertise with PBS Turbochargers. This encompasses both service and repair work and the retrofit of new turbochargers to replace older units. These retrofits can often be direct replacements, with minimum modification necessary, using PBS Turbo PTR, NR and TCR products, but updated equipment can also be supplied.

For vessel operators, these new units provide superior reliability and can also increase engine efficiency in many cases, resulting in lower costs. In recent years Turbo Internacional, which has its head office in Madrid, Spain, has successfully carried out retrofits on engines made by Jenbacher, Deutz, Sulzer, Caterpillar and Yanmar. Turbo Internacional also

services ABB, Mitsubishi, MAN, Napier and KBB turbochargers.

Units are dismantled before structural and body parts are micro-blasted and recoated. Felt layers, securing features and filter elements are renewed, returning the units to as-new condition.

The company maintains comprehensive stocks of spare parts for ABB and PBS Turbochargers, including casings, nozzle rings and compressor wheels. Turbine blades, shafts and bearings are also held in readiness for routine overhaul or breakdown work. Non-stock parts for these turbochargers and for MAN, Napier, KBB & Mitsubishi products can also be supplied on short delivery times to minimise downtimes for operators should unexpected parts demands occur.

with compressor manufacturer Sauer. As part of this accreditation, Turbo Cadiz service engineers attend regular training sessions conducted by the manufacturers. The company combines more than 30 years of turbocharger experience with modern training methods and developments in turbocharger technology to provide service in accordance with maker and classification-society requirements. As part of the Turbo Cadiz service, customers receive reports with measurements, rotor tolerances, balancing reports, recommendations for the next service, and turbocharger general information.

In 1994, Turbo Cadiz was one of the first Spanish companies to attain the ISO 9001 quality certificate from Bureau Veritas. Later Turbo Cadiz attained the environmental certification ISO 14001 and occupational health and safety certification OHSAS 18001.

Turbo Internacional’s workshops can handle heavy components (credit: Turbo Internacional)

The Turbo Internacional main workshop is equipped to refurbish, repair and rebalance turbocharger rotors of up to 1,800 kg in weight. Specialist weld and metal spray repairs can be carried out and facilities are available for crack detection, hardness testing and hydrodynamic testing.

Turbo Cadiz can service a wide range of turbochargers

Bearing technology is a key skill for TurboSpares

Specialist materials and precision workmanship deliver reliable products

TurboSpares was established in 1996 by Peter Roos and remains a family business in the Port of Rotterdam. The company has built its reputation on rapid response times with high-quality service levels for turbochargers in marine, industrial and power-generation applications. It keeps a large stock, enabling it to supply a wide range of turbocharger spare parts at short notice. These include parts from original equipment manufacturers and alternative European-made spares, all of which carry a one-year warranty.

The company specialises in supplying quality parts for major turbocharger brands including ABB, KBB, MAN, Napier, IHI, MET and PBS. All components leaving the TurboSpares workshop are fully inspected and securely packed to ensure safe shipment. Typical part supplies range from smaller turbocharger components, such as sealing bushes, gaskets and O-rings, to larger components including gas inlet and outlet casings, rotor assemblies, cartridges or even entire turbochargers. Complete service overhaul kits are also available from stock for ABB TPS products, including TPS-D/E turbochargers and higher-temperature TPS-F units.

TurboSpares sees turbochargers as among the most important engine components and also as safety-critical components, not only in themselves but also for engines’ and ships’ operation. Given the necessary IMO identification numbers, it can deliver spare parts against the correct specification, as registered in technical files, fully in compliance with IMO requirements. Such critical parts include nozzle rings, compressor wheels, diffusers and turbine shafts.

A focus of the business is bearing

technology, with the company being an authorised workshop for SLF hybrid ball and roller bearings. The combination of TurboSpares’ technical expertise and the specially designed SLF hybrid bearings enables the company to deliver highly reliable assemblies, based on standard and special bearings in a range from 30 mm outer diameter upwards.

One example of this technology is the special design available for ABB VTR-4 series turbochargers. For these bearing assemblies, TurboSpares uses the German-designed and made SLF precision bearings at P4-grade accuracy. The rolling elements are made of ceramic silicon nitride (Si3N4), the rings from X30 high-alloy steel and the cage from polyether ether ketone (known as ‘PEEK’). The advantages of using ceramic materials for rolling elements include more reliable performance, less false brinelling and reduced wear and heat generation.

TurboSpares maintains a fully equipped workshop with facilities for cleaning, blasting and balancing of highspeed rotating equipment. Shaft repairs and reblading can be carried out and

non-destructive testing equipment is available, including for UV penetrant crack inspection and for wall thickness measurement. The company has recently upgraded its balancing capabilities with the installation of new state-of-the-art equipment that enables full balance analysis to be carried out using a visual computerised system. After balance correction, a full technical report is produced that is added to the customer’s comprehensive service report.

The company offers full overhaul facilities for turbochargers and the option of a cartridge exchange service, including overhaul-and-warehousing, for the ABB TPS product range. Under this arrangement, TurboSpares will overhaul and store spare cartridges for operators, enabling these to be called off for use at short notice, significantly reducing ship downtime.

With continued emphasis on the need for preventative maintenance, TurboSpares offers turbocharger monitoring systems. Early detection of potential problems, which prevents serious and unanticipated failures, helps to support equipment throughout its lifecycle and reduce unplanned outages. An example of this technology is the availability of systems to measure shock pulses in bearing housings and provide accurate information on the mechanical state of the bearing surfaces. Alongside vibration monitors, speed transmitters and exhaust-gas temperature sensors, these shock sensors present operators with greatly improved opportunities to monitor turbocharger operation and diagnose.

TurboSpares will attend Europort 2019 at the Rotterdam Ahoy convention centre, 5-8 November 2019, at stand number 7314.

This ABB VTR 454 bearing unit includes a cage made from PEEK (credit: TurboSpares)

ISO 9001-certified TurboUSA offers new and reconditioned parts, repair and service

Facilities expanded beyond ‘workshop’ status to offer high-quality repairs

Established in 1999, TurboUSA’s tag line is ‘Installing Turbocharger Confidence,’ reflecting its exclusive focus. It specialises in the provision of parts, repair and service for marine and powerplant diesel operators. The company’s customer base spans operators of cruise ships, cargo vessels, naval ships and powerplants.

Based in Fort Lauderdale, Florida, close to Port Everglades and the Port of Miami, the company has traditionally had a strong field-service presence throughout North America, Central and South America, and the Caribbean. TurboUSA has proven expertise in the service and repair of all major turbocharger brands. Customer service is available around the clock, seven days a week, all year round including holidays.

As an ISO 9001-certified company, TurboUSA is obligated to source its spare parts from reputable, high-quality manufacturers. It supplies parts suitable for all major brands of turbocharger, and is also able to source certain OEM parts.

An authorised Mitsubishi MET agent, TurboUSA employs field-service engineers with more than 25 years of experience with the product. As well as cleaning, balancing and supplying new parts, including MET, TurboUSA carries a large inventory of reconditioned MET spare parts such as compressor wheels, shafts and turbine blades. This large stock of OEM inventory permits

TurboUSA’s field-service engineers can service and repair all major turbocharger brands

TurboUSA to perform service and repairs at short notice. A oneyear warranty is offered on both new and reconditioned parts.

TurboUSA calls its operations space a technical centre rather than a workshop. The company’s logic is that workshops offer simple turbocharger-overhaul services such as cleaning and balancing. As well as these, TurboUSA’s technical centre offers a wide array of reconditioning capabilities.

The company has the only Lloyd’s Register-approved thermal-spray shaft-repair process in the Americas. TurboUSA’s procedure fuses the sprayed layer and the underlying metal at a temperature of approximately 1,200°C. The hot-metal-spray technology permits machined surfaces such as keyways and threads to be treated, and the shaft can be balanced on the new layer without risk of damage.

While hot-metal spray works well when the entire shaft can be sprayed, in cases where only sections are to be sprayed laser metal cladding is the optimal solution. With laser cladding, the concentrated beam of the fully automated laser avoids heat damage to neighbouring areas. The powder coating material is carried by an inert gas through a powder nozzle that results in an incredibly strong metallurgical bond. Both the hot-metal spray and laser metal cladding procedures are backed by TurboUSA’s one-year warranty. WTG

Addressing the operational realities of the 2020 Sulphur Cap

Fuel is the lifeblood of the shipping industry and is fundamental to almost every aspect of propulsion. So, when there is a change to the fuels picture, it has a knock-on effect for all other aspects of operation. From 1 January 2020, shipping will see huge changes in its use of fuel, as the Global Sulphur Cap comes into force, dictating the use of compliant fuel or abatement technologies.

With the deadline approaching fast, this issue is dominating discussion in the industry and this is why the Sulphur Cap 2020 Conference in Singapore will reflect this by taking the Global Sulphur Cap as its theme, examining all the key issues facing shipping through the lens of the Sulphur Cap.

ISSUES ADDRESSED WILL INCLUDE:

• What is the right fuel choice?

• What role can enginebuilders play in aiding compliance and how are their designs and plans affected by the cap?

• What are the technological problems posed by new fuels?

• Will there be sufficient compliant fuel available?

• Will fuel quality be maintained?

• Are scrubbers an efficient and cost-effective solution?

• How is lube choice affected by the cap?

• Will we see large-scale adoption of LNG post-2020?

• How will shipowners’ operations and bottom lines be affected?

To sponsor or exhibit and to promote your position as a thought-leader in this field, please contact:

Tom Kenny on +44 7432 156 339 | tom.kenny@rivieramm.com

15-16 October 2019, Singapore Organised

www.asian.sulphurcap2020.com

Platinum sponsor

Silver sponsor

WORLDWIDE TURBOCHARGER SERVICE AND SPARES SPECIALISTS

ARGENTINA

TurboGen www.turbogen.com

Turbomotor S.R.L. www.turbomotor.com.ar

AUSTRALIA

MAN Diesel & Turbo Australia Pty Ltd www.australia.man-es.com

MTQ Engine Systems (Aust) Pty Ltd www.mtqes.com.au

Royston Australia www.royston.com.au

Wärtsilä Australia www.wartsila.com/aus

BAHAMAS

Grand Bahama Shipyard Ltd www.grandbahamashipyard.com

BAHRAIN

Gulf Turbo – Bahrain www.gulfturbo.com

BANGLADESH

Dalwin Marine Bangladesh Ltd www.dalwin.com

BELGIUM

MAN Diesel & Turbo Benelux NV www.benelux.man-es.com

Turbo Belgium www.turbobelgium.com

BRAZIL

DLC Diesel www.dlcdiesel.com.br

Metalock Brasil Ltda www.metalock.com.br

Turbogen do Brasil Ltda www.turbogen.com.br

BULGARIA

Seny Ltd www.senyltd.com

CANADA

Allied Marine & Industrial Inc www.allmind.com

Dynamic Engineering Inc www.dynamicengineering.com

CHILE

Maestranza Diesel Ltda www.md.cl

Turbodal SA www.turbodal.cl

CHINA

Coroland (Shanghai) Co., Ltd www.coroland.com

JDM Gulf Turbo Solutions www.gulfturbo.com

Marine Partner Ltd www.marine-partner.com

Shanghai Daewin Marine Parts Ltd www.daewin.cn

Tru-Marine Cosco (Tianjin) Engineering Co., Ltd www.trumarine.com

Tru-Marine Machinery Engineering Guangzhou Co., Ltd www.trumarine.com

Tru-Marine Machinery Engineering Shanghai Co., Ltd www.trumarine.com

Turbo Diesel Engineering Corp www.turbodieseleng.com

COLOMBIA

Ferrostaal de Colombia Ltda www.ferrostaal.com

CROATIA

Motortech Consulting d.o.o. www.motortech.hr

CYPRUS

Wenzel Marine Trading & Consultants Ltd www.wenzelmarine.com

CZECH REPUBLIC MTC Ltd www.mtcltd.ru

DENMARK

Pon Power AS www.pon-cat.com

ECUADOR

Turbomotores Ecuatorianos S.A. www.grupotme.com

EGYPT

Meridian Marine Ship Repair & Supply Co www.meridianmarine.org

Sea Princess Maritime Services Company www.spmarine.net

FRANCE

Sud Moteurs www.sudmoteurs.fr

Wenex Equipements SA www.wenex.fr

GERMANY

Barthels + Lüders www.barthels-lueders.com

H. Albert GmbH

www.albert-gmbh.de

Turbinen & Motoren-Service GmbH www.turbinen-motoren.de

Zeppelin Power Systems GmbH & Co. KG www.zeppelin-powersystems.com

GREECE

Eltrak S.A. www.eltrak.gr

Turbo General www.generalturbos.com

Turbomed SA www.turbomed.gr

Turbotechniki Ltd www.turbotechniki.com

Turbo Service International www.turbosi.com

GUATEMALA

Elliott Turbocharger Guatemala S.A. www.elliott-guatemala.com

HUNGARY

Ferryker Turbo Kft www.ferrykerturbo.hu

ICELAND

Stalsmidjan EHF www.stalsmidjan.is

INDIA

Gulf Turbo Solutions www.gtsllp.com

Malwi Marine www.malwimarine.com

Tru-Marine Vigil Engineering Services Pvt Ltd www.trumarine.com

Wärtsilä India Private Limited www.wartsila.com/ind

INDONESIA

PT Assindo Perniagaan Internasional www.ptapijak.com

PT Dynamic Turbocharger Systems www.dynamicturbocharger.com

ISRAEL

Radion Engineering Co Ltd www.radion.co.il

ITALY

La Meccanica Turbo Diesel Srl www.mtd.it

Palumbo SpA www.palumbo.it

JAPAN

Showa Co., Ltd www.turbo110.com

LEBANON

Joseph Tehini & fils www.tehini.com

MALTA

Palumbo Malta Shipyard www.palumbo.it

MEXICO

Maquinaria Industrial Moderna, S.A. de C.V. www.maquimsa.com.mx

Resource Power Group www.rpgmarine.com

NETHERLANDS ANTILLES

Curacao Drydock Company Inc www.dammers-group.com/curacao

THE NETHERLANDS

Independent Waiver Service www.waiver.nl

Marine Bearing Solutions BV www.marinebearingsolutions.nl

Tru-Marine Rotterdam BV www.trumarine.com

Turbo Diesel Engineering Europe BV www.turbodieseleng.com

Turbo NL B.V www.turbonl.com

Turbo Service International www.turbosi.com

TurboSpares BV www.turbospares.com

Wärtsilä Netherlands B.V. www.wartsila.com/nld

NEW ZEALAND

NZ Marine Turbochargers Ltd www.turbocharger.co.nz

NORWAY

SEVI AS www.sevi.no

Westcon Turbo AS www.westcon.no

Wärtsilä Norway AS www.wartsila.com/nor

PAKISTAN

Shirazi Trading Co (Pvt) Ltd www.shirazitrading.com.pk

PANAMA

Diesel Engine Services (Panama), S. A. www.dieselenginespanama.com

PHILIPPINES

Turbo Engine Recovery, Inc. www.turboenginerecovery.com

POLAND

PPUH Nauta Turbo Sp. z.o.o. www.nautaturbo.com.pl

PORTUGAL

Lisnave – Estaleiros Navais, SA www.lisnave.pt

RUSSIA

Baltic Turbo Ltd www.balticturbo.ru MTC Ltd www.mtcltd.ru

Wärtsilä Vostok LLC www.wartsila.com/rus

SINGAPORE

Cell (Singapore) Pte Ltd www.cellspore.com.sg

Dalwin Marine Pte Ltd www.dalwin.com

MTQ Corporation Limited www.mtq.com.sg

Pmax One Technologies Pte Ltd www.pmax.com.sg

Tru-Marine www.trumarine.com.sg

Turbo Solutions www.turbosolutions247.com

SOUTH AFRICA

DORMAC (pty) Ltd www.dormac.net

SOUTH KOREA

DSK Co Ltd www.dskworld.com Jonghap Maritime Inc www.jonghap.co.kr

SPAIN

Turbo 3 www.turbo3.com

Turbo Cadiz SL www.turbocadiz.com

Turbo Internacional www.turbointernacional.com

SRI LANKA

Colombo Dockyard Plc www.cdl.lk

SWEDEN

HS Turbochargers www.hedemoratd.com

THAILAND

Taknas Thailand Co. Ltd www.taknasth.com

World Tech Engineering www.worldtech.co.th

TRINIDAD & TOBAGO

Resource Power Group www.rpgmarine.com

TUNISIA

La Tunisie Industrielle www.sti-tunisia.com

TURKEY

GTS turbo Ltd www.gtsturbo.com

Istanbul Marine Turbine Service Ind & Tra. Ltd www.istmarin.com

UNITED ARAB EMIRATES

Albwardy Marine Engineering LLC www.albwardymarine.com

Goltens Dubai www.goltens.com

Gulf Turbo Repair & Services – Dubai www.gulfturbo.com

Gulf Turbo Repair & Services – Fujairah www.gulfturbo.com

Gulf Turbo Repair & Services – Sharjah www.gulfturbo.com

Topaz Marine Repair (Nico Middle East Limited) www.topazworld.com

TurboLink www.linkmarine.ae

Turbomot Marine Engineering LLC www.turbomot.com

Tru-Marine Pte Ltd Shj Br www.trumarine.com

Wärtsilä Gulf FZE www.wartsila.com/are

UNITED KINGDOM

AET Engineering Ltd www.aet-turbos.co.uk

A R Turbo Engineering Ltd www.arturbo.co.uk

Bartech Marine Engineering www.bartechmarine.com

DMI Marine BV www.dmiglobal.com

Global Turbocharger Solutions www.globalturbochargersolutions.com PowerFal Ltd www.powerfal.co.uk

Royston Diesel Power www.royston.co.uk

Turbo Dynamics www.turbodynamics.co.uk

Turbo Service International www.turbosi.com

UNITED STATES OF AMERICA

Cameron Compression System www.c-a-m.com/cs

Dresser-Rand www.dresser-rand.com

Eastern Turbo co., Ltd www.easternturbo.com

Globe Turbocharger Specialties, Inc. www.globeturbocharger.com

Motor Service Hugo Stamp, Inc www.mshs.com

Resource Power Group www.rpgmarine.com

Tru-Marine Houston, LLC www.trumarine.com

Turbo Diesel Engineering www.turbodieseleng.com

Turbo Service International www.turbosi.com

Turbo USA www.turbo-usa.com

Wärtsilä North America, Inc. www.wartsila.com/usa

VENEZUELA

Ferrostaal de Venezuela SA www.ferrostaal.com

YEMEN

Algarmani Trading Corp www.algarmani.com

DISCLAIMER: While every care has been taken in the compilation of this directory, Riviera Maritime Media Ltd will not be held responsible for any loss, damage or inconvenience caused by reliance placed on the information contained in it or through omission or errors.

A Wealth of Experience. A Legacy of Perfection.

Authorised by the world’s top turbocharger makers, we are the preferred partner for innovative engineering solutions that our customers have come to trust us for. We create specialised techniques and deepen technical capabilities to offer innovative repairs with significant cost gains. At Tru-Marine, our customers come first. Every attendance is completed in full and on time, ensuring a seamless experience that delivers peace of mind. With our leading expertise and global network, we possess a proven track record in servicing all turbocharger makes and models.

Maintenance, Repairs, Overhaul and Spares for Marine, Offshore, Power Plant and Locomotive Applications

• Turbocharger overhaul

• Laser aided reclamation

• High Velocity Oxygen Fuel (HVOF)

• Cover ring reclamation

• Turbine blade repairs

• Rotorshaft repairs

• Non-destructive testing

• Reconditioning of bearings

• Reconditioning of lubricating oil pumps

• Dynamic balancing

• Turbocharger spares and technical support

• Customised repairs for non-turbo machinery