Powering Africa

Rapidly growing demand

2/20

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Power

Marine Engines & Systems Power Plants Turbomachinery After Sales

MAN Diesel & Turbo is a major driver of global commerce and energy production. Our highly effi cient transportation and energy solutions deliver reliable shipping and sustainable power worldwide. And with our extensive and ever-expanding service network, we’re ready to meet your after-sales needs wherever you are in the world. On water or on land, MAN Diesel & Turbo is your ideal partner for power that sets the world in motion. Find out more at: www.mandieselturbo.com

megawatts of power and heat are generated at MAN plants

34.000+of global trade is powered by MAN marine engines

50%locations make up our global service network

120+

What Really Drives Us? The power to set the world in motion

02

WITH THIS SECOND ISSUE of MANmagazine by MAN Diesel & Turbo, we invite you to ex-plore our universe of versatile technology. Join us on a world tour to Niger, Guadeloupe, Indo-nesia, Denmark and India to discover the fasci-nating and awe-inspiring details of cutting-edge power, marine and turbo applications. A global player and oftentimes market leader, MAN Diesel & Turbo provides high-end power

engineering solutions to a broad customer range almost anywhere on the planet. In this publication, we strive to bring our readers in-teresting, illuminating and useful topics and stories. We look forward to your feedback and hope you enjoy reading our magazine.

Find a wide range of additional content online at > www.dieselturbo.man.eu

Powering Africa

Rapidly growing demand

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Power

The best of the power engineering world

MASTHEAD

MAN MAGAZINE is published two times a year in English.

PUBLISHED BY MAN Diesel & Turbo SE, Dr. Jan Dietrich Müller, Group Communications & MarketingStadtbachstr. 1, 86153 Augsburg, Germany EDITORS IN CHIEF Jan Hoppe, jan.hoppe@man.eu, Felix Brecht, felix.brecht@man.eu PUBLISHER C3 Creative Code and Content GmbH, Heiligegeistkirchplatz 1, 10178 Berlin, GermanyTel.: +49 30 44032-0, www.c3.co, Shareholders of C3 Creative Code and Content GmbH are the Burda Gesellschaft mit beschränkter Haftung (limited liability company), Offenburg, and the KB Holding GmbH, Berlin, with 50% each. HEAD OF CONTENT UNIT Klaus-Peter HilgerEDITORS & AUTHORS Cedric Arnaud (resp./C3 Creative Code and Content GmbH, Arabellastraße 23, 81925 Munich), David Barnwell, Matthew Bostock, Hamish Mackenzie, Geoff Poulton, Vicki Sussens, Asa C. Tomash, Harry Waterstone PROJECT MANAGEMENT Marlene Freiberger GRAPHICS Michael Helble (resp.), Igor Clukas, Christian KühnPHOTO EDITOR Elke LatinovicCOVER IMAGE Maurice Ascani PRODUCTION C3 Creative Code and Content GmbH PRINTING Pinsker Druck und Medien GmbHPinskerstraße 1, 84048 Mainburg, GermanyREPRODUCTION permitted with reference. Any changes must be coordinated with the editors. COPYRIGHT ©2015 MAN Diesel & Turboand C3 Creative Code and Content GmbH

All information provided in this magazine is intended for general guidance only and is not intended to be used as a substitute for specific technical or commer-cial information and advice.

Welcomeof MAN Diesel & Turbo.to the

Powering AfricaPowering AfricaPowering

03

2/2015

04 25 years of steady growth MAN Diesel & Turbo’s operations in India have become a key strategic asset.

08 Power for the CaribbeanAn interview with the managing director of Guadeloupe’s new power plant

10 Capability before capacityDr. Tilman Tütken works to find cleaner solutions for the power plant industry.

12 Think bigThe MAN engine of the container giant CSCL Globe delivers 77,000 horsepower.

14 Engineered precisionLaser cladding promises precision repairs of delicate parts.

16 Expert maintenanceJoin a PrimeServ service engineer on a special assignment to Sumatra.

20 Building a brighter futureSub-Saharan countries are investing heavily in power infrastructure.

24 Workhorses of the sea MAN-powered special-purpose ships deliver truly extraordinary solutions.

30 Leading the way in SCR technology A new system helps customers minimize costs and maximize flexibility.

32 100 years of successMAN has been creating highly efficient isothermal air compressors for a century.

36 Separation is in the air With AIRMAX, MAN supplies leading technology for air separation plants.

38 The road to decarbonization Prof. Dr. Alan McKinnon provides an expert view on this current topic.

40 News Brief business updates

41 Facts and figures Formidable insights and numbers

08

20

16

CONTENTS10

POWER FOR AFRICA New power plant on the

outskirts of Niger’s capital, Niamey

Power

2/2015

04 05

MAN DIESEL & TURBO‘S INDIAN diesel engine operations are centered around the factory in Aurangabad, Maharashtra, which was acqui-red in 2000 to give the company a manufactu-ring hub that could better serve common-wealth markets. Today, it’s the group’s small-bore diesel engine produc tion hub, manufacturing four-stroke engines for mari-ne and power plant applications. While these engines compete with high-speed alternatives in the sub 2000kW market, their slower opera-tion makes them more fuel efficient and less liable to wear, giving them a longer lifecycle.

SPEAKING ABOUT MAN’s small-bore engi-ne operations in India, Lex Nijsen, Head of Four-Stroke Marine at MAN Diesel & Turbo, comments: “In the last few years, focusing on small bore engine production at Aurangabad

MAN Diesel & Turbo’s operations in India have become a key strategic asset for the group – and continue to be so as business expands and opportunity grows.

2/2015

MADE IN INDIA

A look into the future: After 25 years of business in India, MAN Diesel & Turbo continues to invest in the country.

Phot

os: S

anjit

Das

25 years of steady growth

Workers at Aurangabad put the finishing touches to the

small-bore diesel engines produced on-site.

This year marks the ‘official’ 25-year anniversary of MAN Diesel & Turbo’s production opera-

tions in India. However, the company’s roots in the country can be traced back more than a century, to when a predecessor of the current organization manufactured its first diesel engine on the South Asian peninsula back in 1902. Since then, the business has grown to be the company's worldwide hub for smaller-sized engines and some types of steam turbines, an organization with over 500 employees distributed over six locations ac-ross the country. Today, India has a unique sta-tus within the group as the only country out-side of Germany in which MAN Diesel & Turbo runs production facilities for all three of its strategic business units: Engine and marine systems, power plants and turbomachinery.

MADE IN INDIA

2/2015

04 05

MAN DIESEL & TURBO‘S INDIAN diesel engine operations are centered around the factory in Aurangabad, Maharashtra, which was acqui-red in 2000 to give the company a manufactu-ring hub that could better serve common-wealth markets. Today, it’s the group’s small-bore diesel engine produc tion hub, manufacturing four-stroke engines for mari-ne and power plant applications. While these engines compete with high-speed alternatives in the sub 2000kW market, their slower opera-tion makes them more fuel efficient and less liable to wear, giving them a longer lifecycle.

SPEAKING ABOUT MAN’s small-bore engi-ne operations in India, Lex Nijsen, Head of Four-Stroke Marine at MAN Diesel & Turbo, comments: “In the last few years, focusing on small bore engine production at Aurangabad

MAN Diesel & Turbo’s operations in India have become a key strategic asset for the group – and continue to be so as business expands and opportunity grows.

2/2015

MADE IN INDIA

A look into the future: After 25 years of business in India, MAN Diesel & Turbo continues to invest in the country.

Phot

os: S

anjit

Das

25 years of steady growth

Workers at Aurangabad put the finishing touches to the

small-bore diesel engines produced on-site.

This year marks the ‘official’ 25-year anniversary of MAN Diesel & Turbo’s production opera-

tions in India. However, the company’s roots in the country can be traced back more than a century, to when a predecessor of the current organization manufactured its first diesel engine on the South Asian peninsula back in 1902. Since then, the business has grown to be the company's worldwide hub for smaller-sized engines and some types of steam turbines, an organization with over 500 employees distributed over six locations ac-ross the country. Today, India has a unique sta-tus within the group as the only country out-side of Germany in which MAN Diesel & Turbo runs production facilities for all three of its strategic business units: Engine and marine systems, power plants and turbomachinery.

MADE IN INDIA

2/2015

06 07

has enabled us to standardize processes, the-reby, increasing efficiency and production ca-pacity.“ Nijsen explains that “our Aurangabad site, with sales support provided by our Augs-burg office, now also supplies customers all over the world.” The other main market for the company‘s small-bore engine production is power generation, as Bo Tornøe, Head of Headquarters Small Bore Power explains: “This includes power plants for national elec-tricity grids, as well as for individual factories that need a stable, locally generated supply of electricity.” In recent years, development of the small bore segment has led to significant growth. Currently, the factory has the capaci-ty to produce 60 engines a year, and over the next 10 months, MAN will make the invest-ments required to increase this to 100 a year.

TURBOMACHINERY represents the third key component of MAN Diesel & Turbo’s opera-tions in India. At its site in Vadodara, in the Western state of Gujarat, over 100 employees provide sales, support and project manage-ment services for the company’s turbo pro-duct installations at oil refineries and steel manufacturing plants. Key clients include gi-ant manufacturing organizations such as Re-liance Industries Limited, the Steel Authority of India, and Jindal Steel and Power. Here, too, significant new investment has recently been made through the acquisition of MaxWatt, a small but successful Bangalore-based produ-cer of steam turbines for power plants and mechanical drive applications. Peter Küper, Vice President Steam Turbines at MAN Diesel & Turbo, explains the rationale behind the deal: “MaxWatt had a product range that com-plemented ours almost perfectly. There was hardly any overlap, and this is what made it so attractive. Additionally, the production site in Bangalore has spare capacity and room to ex-pand. This will be important as we see big growth potential for the future.” Emmanuel Ferdinand, Managing Director of MAN Diesel & Turbo’s India operations, adds: "With this acquisition, we continue to shape the foot-print of MAN‘s Indian operations as the company‘s hub for smaller-sized machines."

WHILE BEING PART of a global business, MAN India takes great pride in its local pro-duction. The company supports the Indian government’s ‘Make in India’ initiative, which aims to promote the country as a center of manufacturing excellence and encourage the use of local components to power the growth of the Indian economy. Emmanuel Ferdinand explains: "We support 'Make in India'. In fact, we have been 'making in India' for the past 25 years. The campaign‘s ethos is very important for the country, and this influences our work. For example, we ensure that at least 50% of the components we use at Aurangabad are sourced locally. We invest consistently in In-dian manufacturing, and we are very confi-dent about the future of the business here."

“We support 'Make in India'. We have been 'making in India' for 25 years.”Emmanuel Ferdinand, Managing Director of MAN Diesel & Turbo’s India operations

As part of the "Make in India" ethos, 50% of used components in

MAN‘s Indian operations are locally sourced.

The acquisition of Bangalore-based steam turbines producer MaxWatt has allowed MAN Diesel & Turbo to expand its operations in turbomachinery.

The Indian MAN sites serve all three strategic business units: marine engines,

power plants and turbomachinery.

After years of steady growth, the Aurangabad site now supplies customers in India, the Middle East and Africa.

Indian Ocean

Vadodara

Aurangabad

Bangalore

INDIA

phot

os: M

AN

(1),

Sanj

it, D

as (3

)

2/2015

06 07

has enabled us to standardize processes, the-reby, increasing efficiency and production ca-pacity.“ Nijsen explains that “our Aurangabad site, with sales support provided by our Augs-burg office, now also supplies customers all over the world.” The other main market for the company‘s small-bore engine production is power generation, as Bo Tornøe, Head of Headquarters Small Bore Power explains: “This includes power plants for national elec-tricity grids, as well as for individual factories that need a stable, locally generated supply of electricity.” In recent years, development of the small bore segment has led to significant growth. Currently, the factory has the capaci-ty to produce 60 engines a year, and over the next 10 months, MAN will make the invest-ments required to increase this to 100 a year.

TURBOMACHINERY represents the third key component of MAN Diesel & Turbo’s opera-tions in India. At its site in Vadodara, in the Western state of Gujarat, over 100 employees provide sales, support and project manage-ment services for the company’s turbo pro-duct installations at oil refineries and steel manufacturing plants. Key clients include gi-ant manufacturing organizations such as Re-liance Industries Limited, the Steel Authority of India, and Jindal Steel and Power. Here, too, significant new investment has recently been made through the acquisition of MaxWatt, a small but successful Bangalore-based produ-cer of steam turbines for power plants and mechanical drive applications. Peter Küper, Vice President Steam Turbines at MAN Diesel & Turbo, explains the rationale behind the deal: “MaxWatt had a product range that com-plemented ours almost perfectly. There was hardly any overlap, and this is what made it so attractive. Additionally, the production site in Bangalore has spare capacity and room to ex-pand. This will be important as we see big growth potential for the future.” Emmanuel Ferdinand, Managing Director of MAN Diesel & Turbo’s India operations, adds: "With this acquisition, we continue to shape the foot-print of MAN‘s Indian operations as the company‘s hub for smaller-sized machines."

WHILE BEING PART of a global business, MAN India takes great pride in its local pro-duction. The company supports the Indian government’s ‘Make in India’ initiative, which aims to promote the country as a center of manufacturing excellence and encourage the use of local components to power the growth of the Indian economy. Emmanuel Ferdinand explains: "We support 'Make in India'. In fact, we have been 'making in India' for the past 25 years. The campaign‘s ethos is very important for the country, and this influences our work. For example, we ensure that at least 50% of the components we use at Aurangabad are sourced locally. We invest consistently in In-dian manufacturing, and we are very confi-dent about the future of the business here."

“We support 'Make in India'. We have been 'making in India' for 25 years.”Emmanuel Ferdinand, Managing Director of MAN Diesel & Turbo’s India operations

As part of the "Make in India" ethos, 50% of used components in

MAN‘s Indian operations are locally sourced.

The acquisition of Bangalore-based steam turbines producer MaxWatt has allowed MAN Diesel & Turbo to expand its operations in turbomachinery.

The Indian MAN sites serve all three strategic business units: marine engines,

power plants and turbomachinery.

After years of steady growth, the Aurangabad site now supplies customers in India, the Middle East and Africa.

Indian Ocean

Vadodara

Aurangabad

Bangalore

INDIA

phot

os: M

AN

(1),

Sanj

it, D

as (3

)

2/2015

08 09

MY MAN

Power for the Caribbean

phot

os: G

uilla

ume

Ari

ciqu

e

The Pointe Jarry power plant can generate 50% to 60% of the electricity needed by Guadeloupe’s

450,000 inhabitants.

12 engines have been installed since 2014,

generating up to 220 MW for the island.

The base load power plant is equipped with 18V48/60 engines, each supplying 18.5 MW of electric power.

erly balance the various requirements that an island like Guadeloupe has.

Why choose MAN as a partner? First, the dimensions of the MAN engines fit our needs. Second, we were looking for efficient and reli-able engines. They form the core of our busi-ness model. If we are not reliable, we lose money. Therefore, it’s essential to have engine units that are absolutely reliable. MAN of-fered units that are ultra-modern, have so-phisticated injection technologies, and fea-ture optimized fuel consumption depending on the operating mode. In a nutshell, these are well-built, high-tech engines. And perfor-mance in regard to specific consumptions is very good compared with the previous en-gines. From now on, we will use 15% less fuel. We now also have the ability to add on pollu-tion control systems as required by European standards. For example, we inte-grated an NOx emissions control system. As a result, the power plant’s environmental im-pact has been substantially decreased.

Were there any problems during the plant’s commissioning phases? The plant

Laurent Veguer heads the Pointe Jarry pow-er station in Guadeloupe – a newly built power plant with the capacity to power up to 60% of the small island. We interview the managing director about the challenges of working on large-scale projects in the Caribbean.

Mr. Veguer, you have been involved with the entire construction of the new Pointe Jarry power plant, and you are now its managing director. After years of work-ing together, how would you describe the cooperation with MAN Diesel & Turbo? First of all, one has to understand what a tre-mendous technical challenge it was to build a power station according to European and French standards on a Caribbean island 6,800 kilometers from Paris. MAN Diesel & Turbo was an excellent partner in this project. The technology of the MAN engines gives them unique and attractive performance capabili-ties in terms of fuel consumption and envi-ronmental impact. The plant currently has 12 engines, each generating an output of 15 to 20 MW. These are engines that allow one to prop-

The plant’s managing director, Laurent Veguer

Power for the CaribbeanThe Pointe Jarry power

plant can generate 50% to 60% of the electricity needed by Guadeloupe’s

450,000 inhabitants.

started up its first engine in August 2014. The 12th and last engine has been running since April 2015. The increase in power was thus quick, and yet we’ve had very few malfunc-tions. The increase in power and reliability has even exceeded EDF’s expectations. The availability of the MAN engines has always been greater than 95%.

Isn’t it paradoxical to build a diesel-fueled power plant in the middle of the Caribbean? Why even use diesel engines? The power station complements renewable energy sources. It is able to adapt to fluctua-tions in the power generated by photovoltaic and wind turbine systems. We ensure that the electricity is modulated and we are the only power station with that capability on the island. Our diesel engines are able to start up quickly and take on loads based on variable wind or sunlight conditions. We make sure the electricity is regulated and that there is a continuous supply of it. Our presence allows us to integrate wind and photovoltaic power producers in regard to generating electricity. We are their allies, not their rivals.

2/2015

08 09

MY MAN

Power for the Caribbeanph

otos

: Gui

llaum

e A

rici

que

The Pointe Jarry power plant can generate 50% to 60% of the electricity needed by Guadeloupe’s

450,000 inhabitants.

12 engines have been installed since 2014,

generating up to 220 MW for the island.

The base load power plant is equipped with 18V48/60 engines, each supplying 18.5 MW of electric power.

erly balance the various requirements that an island like Guadeloupe has.

Why choose MAN as a partner? First, the dimensions of the MAN engines fit our needs. Second, we were looking for efficient and reli-able engines. They form the core of our busi-ness model. If we are not reliable, we lose money. Therefore, it’s essential to have engine units that are absolutely reliable. MAN of-fered units that are ultra-modern, have so-phisticated injection technologies, and fea-ture optimized fuel consumption depending on the operating mode. In a nutshell, these are well-built, high-tech engines. And perfor-mance in regard to specific consumptions is very good compared with the previous en-gines. From now on, we will use 15% less fuel. We now also have the ability to add on pollu-tion control systems as required by European standards. For example, we inte-grated an NOx emissions control system. As a result, the power plant’s environmental im-pact has been substantially decreased.

Were there any problems during the plant’s commissioning phases? The plant

Laurent Veguer heads the Pointe Jarry pow-er station in Guadeloupe – a newly built power plant with the capacity to power up to 60% of the small island. We interview the managing director about the challenges of working on large-scale projects in the Caribbean.

Mr. Veguer, you have been involved with the entire construction of the new Pointe Jarry power plant, and you are now its managing director. After years of work-ing together, how would you describe the cooperation with MAN Diesel & Turbo? First of all, one has to understand what a tre-mendous technical challenge it was to build a power station according to European and French standards on a Caribbean island 6,800 kilometers from Paris. MAN Diesel & Turbo was an excellent partner in this project. The technology of the MAN engines gives them unique and attractive performance capabili-ties in terms of fuel consumption and envi-ronmental impact. The plant currently has 12 engines, each generating an output of 15 to 20 MW. These are engines that allow one to prop-

The plant’s managing director, Laurent Veguer

Power for the CaribbeanThe Pointe Jarry power

plant can generate 50% to 60% of the electricity needed by Guadeloupe’s

450,000 inhabitants.

started up its first engine in August 2014. The 12th and last engine has been running since April 2015. The increase in power was thus quick, and yet we’ve had very few malfunc-tions. The increase in power and reliability has even exceeded EDF’s expectations. The availability of the MAN engines has always been greater than 95%.

Isn’t it paradoxical to build a diesel-fueled power plant in the middle of the Caribbean? Why even use diesel engines? The power station complements renewable energy sources. It is able to adapt to fluctua-tions in the power generated by photovoltaic and wind turbine systems. We ensure that the electricity is modulated and we are the only power station with that capability on the island. Our diesel engines are able to start up quickly and take on loads based on variable wind or sunlight conditions. We make sure the electricity is regulated and that there is a continuous supply of it. Our presence allows us to integrate wind and photovoltaic power producers in regard to generating electricity. We are their allies, not their rivals.

2/2015

10 11

Dr. Tütken, the European Union has committed itself to reducing CO2 emissions by 40% before the year 2030. Do you con-sider this goal realistic?The goal is ambitious but within reach, espe-cially considering the progress that has been made so far. For all we can tell, Europe will surpass its 2020 objective, which is a 20% cut in carbon emissions.

In recent years the European Emission Trading System (ETS) has been a weak tool. But I expect higher CO2 prices going forward,

“Natural gas is essential when it comes to reaching our climate goals.”Dr. Tilman Tütken, Vice President at MAN Diesel & Turbo and Head of Power Plant Sales Europe

The path to reaching the needed cuts in CO2 emis-sions gets harder to walk by the day, says Dr. Tütken, Vice President and Head of Power Plant Sales Europe at MAN Diesel & Turbo. Still, he remains an optimist.

Capability before

phot

o: M

ax K

ratz

erPower to the RockThe new power plant in Gibraltar will gen-erate an output of 80 MW with 3.4 MW of heat recovery. The plant will feature three 14V51/60G gas and three 14V51/60DF dual-fuel engines. The 14V51/60G has an electrical power output of 14.3 MW and a single-cycle efficiency of up to 50%, which can be increased to a combined-cycle efficiency of over 52%. When ready in 2017, the plant will guarantee energy self-sufficiency for the Rock of Gibraltar’s 30,000 inhabitants.

which are key to achieve an additional 20% before 2030.

Besides CO2 reduction, what are Eu-rope’s main challenges in the area of energy generation?CO2 emissions remain a major challenge. Otherwise there would be no need for any goals in the first place. The truth is that Europe is on a good path here – unlike with other climate goals, such as energy efficiency. But that path gets harder to walk by the day. We could observe this first-hand in Germany,

capacity

where CO2 emissions started to rise again af-ter decades of decline in 2009 and reached a new high in 2013. Absurdly enough this hap-pened because of the ongoing increase in re-newable generation.

How so?More and more subsidized renewable energy pushed into the market and led to a drastic erosion of wholesale prices for electricity. As most gas-fired power plants could not compete on that price level, the share of energy generated from coal – both lignite and hard coal – increased, with a significant impact on the carbon footprint.

This example shows us two things, I believe: First, as a low-emission fossil fuel, natural gas is essential when it comes to reaching our climate goals. Second, any sus-tainable approach to reducing CO2 emissions will eventually depend on an effective emission trading system in place, which adds a price tag to CO2.

What makes natural gas that essential?The more we increase the share of renewable energies in generation, the more urgent we need flexible fossil back-up capacities that kick in whenever the wind does not blow or the sun does not shine. These capacities need to be high in efficiency and low in emissions. Only natural gas qualifies here. Our com-bined heat and power plants reach overall fuel efficiencies of 90% or more. If we want to meet the climate goals we have signed off on, there is no way around natural gas.

And yet in many European markets gas-fired plants have a hard time making money. Why would investors still decide to build new ones?Because when choosing the right technology, gas-fired plants grant security of supply, while offering high efficiency and low emis-sions. These were the exact three factors that tipped the scale for the government of Gibral-tar, for whom we are currently building an 80 MW power station together with our EPC partner Bouygues. It’s a co-generation plant that will operate a total of six engines, three of which will run on natural gas, while the other three will be dual-fuel engines.

This mix of dual-fuel and gas engines grants security of supply: Should gas not be

available for some reason, the engines will seamlessly switch to liquid fuel. Waste-heat recovery and high engine efficiency maxi-mize the plant’s overall fuel efficiency, and emissions are minimized thanks to natural gas as a fuel.

If natural gas is the right fuel, why is it that many gas plants are struggling?On a regulatory level a functioning emission trading system is crucial. In Europe, coal is the cheaper fuel. Disregarding emissions costs, natural gas suffers from a competitive disadvantage. This needs to be addressed on a political level – in Europe and beyond. In the long run, we will need a global commitment. This has to be a major objective of the upcom-ing climate conference in Paris.

On the technological side, the challenge lies in the plants’ capabilities. A recent study by Deloitte came to the conclusion that Europe is facing substantial excess capacities and blackouts at the same time. That is because most power plants in operation today were not designed to operate in an energy system with large quantities of inter-mitting renewable energy. The capabilities power plants must bring to the table these days have changed – for example, quick ramp-ups, efficient partial-load operations, etc. Eu-rope is rich in capacity, but lacks capabilities.

What contribution can MAN make on the technological playing field?Our gas engines can make a very substantial contribution. They are quick, clean and flexi-ble and can help with the much needed inte-gration of renewables, heat recovery, low-emission fossil back-up and – eventually – energy storage. Whether it’s captive power applications for industrial companies or large-scale modular power plants of up to 200 MW that feed into the electrical grids and heat networks – gas engines of fer an unmatched amount of operational freedom.

Is this technology the right fit only for Europe, or also for other markets in the world?Decentralized energy generation is a global trend. It is of great benefit to emerging mar-kets, too, which often lack the grid to trans-port large quantities of electricity and are still building their generation systems.

Dr. Tilman Tütken works to find cleaner solutions for the power plant industry.

2/2015

10 11

Dr. Tütken, the European Union has committed itself to reducing CO2 emissions by 40% before the year 2030. Do you con-sider this goal realistic?The goal is ambitious but within reach, espe-cially considering the progress that has been made so far. For all we can tell, Europe will surpass its 2020 objective, which is a 20% cut in carbon emissions.

In recent years the European Emission Trading System (ETS) has been a weak tool. But I expect higher CO2 prices going forward,

“Natural gas is essential when it comes to reaching our climate goals.”Dr. Tilman Tütken, Vice President at MAN Diesel & Turbo and Head of Power Plant Sales Europe

The path to reaching the needed cuts in CO2 emis-sions gets harder to walk by the day, says Dr. Tütken, Vice President and Head of Power Plant Sales Europe at MAN Diesel & Turbo. Still, he remains an optimist.

Capability before

phot

o: M

ax K

ratz

er

Power to the RockThe new power plant in Gibraltar will gen-erate an output of 80 MW with 3.4 MW of heat recovery. The plant will feature three 14V51/60G gas and three 14V51/60DF dual-fuel engines. The 14V51/60G has an electrical power output of 14.3 MW and a single-cycle efficiency of up to 50%, which can be increased to a combined-cycle efficiency of over 52%. When ready in 2017, the plant will guarantee energy self-sufficiency for the Rock of Gibraltar’s 30,000 inhabitants.

which are key to achieve an additional 20% before 2030.

Besides CO2 reduction, what are Eu-rope’s main challenges in the area of energy generation?CO2 emissions remain a major challenge. Otherwise there would be no need for any goals in the first place. The truth is that Europe is on a good path here – unlike with other climate goals, such as energy efficiency. But that path gets harder to walk by the day. We could observe this first-hand in Germany,

capacity

where CO2 emissions started to rise again af-ter decades of decline in 2009 and reached a new high in 2013. Absurdly enough this hap-pened because of the ongoing increase in re-newable generation.

How so?More and more subsidized renewable energy pushed into the market and led to a drastic erosion of wholesale prices for electricity. As most gas-fired power plants could not compete on that price level, the share of energy generated from coal – both lignite and hard coal – increased, with a significant impact on the carbon footprint.

This example shows us two things, I believe: First, as a low-emission fossil fuel, natural gas is essential when it comes to reaching our climate goals. Second, any sus-tainable approach to reducing CO2 emissions will eventually depend on an effective emission trading system in place, which adds a price tag to CO2.

What makes natural gas that essential?The more we increase the share of renewable energies in generation, the more urgent we need flexible fossil back-up capacities that kick in whenever the wind does not blow or the sun does not shine. These capacities need to be high in efficiency and low in emissions. Only natural gas qualifies here. Our com-bined heat and power plants reach overall fuel efficiencies of 90% or more. If we want to meet the climate goals we have signed off on, there is no way around natural gas.

And yet in many European markets gas-fired plants have a hard time making money. Why would investors still decide to build new ones?Because when choosing the right technology, gas-fired plants grant security of supply, while offering high efficiency and low emis-sions. These were the exact three factors that tipped the scale for the government of Gibral-tar, for whom we are currently building an 80 MW power station together with our EPC partner Bouygues. It’s a co-generation plant that will operate a total of six engines, three of which will run on natural gas, while the other three will be dual-fuel engines.

This mix of dual-fuel and gas engines grants security of supply: Should gas not be

available for some reason, the engines will seamlessly switch to liquid fuel. Waste-heat recovery and high engine efficiency maxi-mize the plant’s overall fuel efficiency, and emissions are minimized thanks to natural gas as a fuel.

If natural gas is the right fuel, why is it that many gas plants are struggling?On a regulatory level a functioning emission trading system is crucial. In Europe, coal is the cheaper fuel. Disregarding emissions costs, natural gas suffers from a competitive disadvantage. This needs to be addressed on a political level – in Europe and beyond. In the long run, we will need a global commitment. This has to be a major objective of the upcom-ing climate conference in Paris.

On the technological side, the challenge lies in the plants’ capabilities. A recent study by Deloitte came to the conclusion that Europe is facing substantial excess capacities and blackouts at the same time. That is because most power plants in operation today were not designed to operate in an energy system with large quantities of inter-mitting renewable energy. The capabilities power plants must bring to the table these days have changed – for example, quick ramp-ups, efficient partial-load operations, etc. Eu-rope is rich in capacity, but lacks capabilities.

What contribution can MAN make on the technological playing field?Our gas engines can make a very substantial contribution. They are quick, clean and flexi-ble and can help with the much needed inte-gration of renewables, heat recovery, low-emission fossil back-up and – eventually – energy storage. Whether it’s captive power applications for industrial companies or large-scale modular power plants of up to 200 MW that feed into the electrical grids and heat networks – gas engines of fer an unmatched amount of operational freedom.

Is this technology the right fit only for Europe, or also for other markets in the world?Decentralized energy generation is a global trend. It is of great benefit to emerging mar-kets, too, which often lack the grid to trans-port large quantities of electricity and are still building their generation systems.

Dr. Tilman Tütken works to find cleaner solutions for the power plant industry.

2/2015

12 13

Think BigBigger, broader, taller: Container ships are breaking size records faster than ever before. MAN Turbo & Diesel designed the engines for another record-breaker this year.

Big, broad and tall: the CSCL Globe is the size of almost four soccer fields.

A room with a view: a glance at the bridge of the CSCL Globe

T

he giant, 400-meter-long CSCL Globe had to first pit its 184,000 tons of steel against

an angry North Sea storm before it arrived, a day late, on 13 January 2014 on its 70-day maiden voyage from China to Europe. Then, watched by curious onlookers, it was maneuvered down the Elbe River into its berth at the Eurogate Container Terminal – an operation that required precision work from the Hamburg Port Authority (HPA).

The ship was too wide to allow two-way traffic down the Elbe River. It also could not sail fully loaded, due to the depth of the Elbe. To cope, the HPA reported that it prepared for the ship’s arrival through simulations 17 times.

The CSCL Globe, built by Hyundai Heavy Industries for China Shipping Container Lines, is one of the largest container ships ever to be built. The size of four soccer fields, it can carry up to 19,100 containers – space for 156 million pairs of shoes or 900 million tins of baked beans, as the media speculated.

The giant single-propeller ship required a giant engine and MAN Turbo & Diesel’s Two-Stroke Large Bore Design team in Copenhagen designed one: the 77,000-horsepower, two-stroke MAN B&W 12S90ME-C Mark 9.2. At 17.2 metres tall, 5.3 metres wide and 22.5 metres long, it was the world’s largest engine ever built – until November 2014, when Hyundai built an engine that was half a metre taller.

The CSCL gLoBe only held the record of the world’s largest container ship for 53 days. Then the Mediterranean Shipping Company launched its MSC Oscar, which is as long as the Globe, but able to carry 19,224 containers. MAN Turbo & Diesel supplied the new giant with an 83,899-horsepower engine.

The race to produce bigger container ships knows no end. Overcapacity in the con- tainer shipping industry has led to freight rates dropping, competition increasing and a race to

miLLionThe CSCL Globe can carry up to 19,100 containers – more than enough space for 900 million tins of baked beans.

900

drive down the cost per container. Other factors include environmental regulations to reduce carbon emissions, as well as advances in technology.

“Efficiency has become the most impor-tant value,” says Susanne Kindt, Head of MAN Turbo & Diesel’s Low Speed Large Bore Design in Copenhagen. Her team designed the engines to maximize fuel efficiency and reduce CO2 emissions. Another important feature is the electronic fuel injection control, which adjusts fuel injection pressure and rate shaping according to load.

“Most of our team deals with the engine only in calculations or on the computer during design,” says Kindt. “It’s very different to see the ship sailing the seas. To know that it’s powered by our engine is a very good feeling.”

Sailing the CSCL Globe requires both hard

work and minute attention to detail.

The MAN B&W 12S90ME-C Mark 9.2 two-stroke engine delivers 77,000 horsepower

and is one of the biggest engines ever built.

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2/2015

12 13

Think BigBigger, broader, taller: Container ships are breaking size records faster than ever before. MAN Turbo & Diesel designed the engines for another record-breaker this year.

Big, broad and tall: the CSCL Globe is the size of almost four soccer fields.

A room with a view: a glance at the bridge of the CSCL Globe

T

he giant, 400-meter-long CSCL Globe had to first pit its 184,000 tons of steel against

an angry North Sea storm before it arrived, a day late, on 13 January 2014 on its 70-day maiden voyage from China to Europe. Then, watched by curious onlookers, it was maneuvered down the Elbe River into its berth at the Eurogate Container Terminal – an operation that required precision work from the Hamburg Port Authority (HPA).

The ship was too wide to allow two-way traffic down the Elbe River. It also could not sail fully loaded, due to the depth of the Elbe. To cope, the HPA reported that it prepared for the ship’s arrival through simulations 17 times.

The CSCL Globe, built by Hyundai Heavy Industries for China Shipping Container Lines, is one of the largest container ships ever to be built. The size of four soccer fields, it can carry up to 19,100 containers – space for 156 million pairs of shoes or 900 million tins of baked beans, as the media speculated.

The giant single-propeller ship required a giant engine and MAN Turbo & Diesel’s Two-Stroke Large Bore Design team in Copenhagen designed one: the 77,000-horsepower, two-stroke MAN B&W 12S90ME-C Mark 9.2. At 17.2 metres tall, 5.3 metres wide and 22.5 metres long, it was the world’s largest engine ever built – until November 2014, when Hyundai built an engine that was half a metre taller.

The CSCL gLoBe only held the record of the world’s largest container ship for 53 days. Then the Mediterranean Shipping Company launched its MSC Oscar, which is as long as the Globe, but able to carry 19,224 containers. MAN Turbo & Diesel supplied the new giant with an 83,899-horsepower engine.

The race to produce bigger container ships knows no end. Overcapacity in the con- tainer shipping industry has led to freight rates dropping, competition increasing and a race to

miLLionThe CSCL Globe can carry up to 19,100 containers – more than enough space for 900 million tins of baked beans.

900

drive down the cost per container. Other factors include environmental regulations to reduce carbon emissions, as well as advances in technology.

“Efficiency has become the most impor-tant value,” says Susanne Kindt, Head of MAN Turbo & Diesel’s Low Speed Large Bore Design in Copenhagen. Her team designed the engines to maximize fuel efficiency and reduce CO2 emissions. Another important feature is the electronic fuel injection control, which adjusts fuel injection pressure and rate shaping according to load.

“Most of our team deals with the engine only in calculations or on the computer during design,” says Kindt. “It’s very different to see the ship sailing the seas. To know that it’s powered by our engine is a very good feeling.”

Sailing the CSCL Globe requires both hard

work and minute attention to detail.

The MAN B&W 12S90ME-C Mark 9.2 two-stroke engine delivers 77,000 horsepower

and is one of the biggest engines ever built.

phot

os: H

auke

Dre

ssle

r

2/2015

14 15

precisionengineered

Laser cladding promises precision repairs of delicate parts. The biggest win, however, may come from significantly reduced lead times and increased efficiency.

W hen working with state-of-the-art ma-chinery, you’ll need an

eye for precision and flexibility. Few places know this better than the MAN PrimeServ Competence Center Repair in Oberhausen. Here, a team of highly skilled experts and en-gineers are working hard to take laser cladding technology to the next level.

Laser cladding describes a welding repair method in which a precision laser is used for maintenance and repair of rotors, impellers and blades suffering from wear and corrosion. The technology was implemented in 2010 and replaced the traditional method of thermal spraying. Damaged parts can be pre-diag-nosed remotely using 3D scanning and are then shipped to Oberhausen for treatment.

Already, more than 200 rotors and their parts have been repaired using the new method. Orders are continuously coming in from plants in Zurich, Berlin and Hamburg, and a further rollout is in the plans for plants in China, South Africa and Brazil. Here, too, MAN PrimeServ technology and know-how will be put to use.

“Laser cladding is a logical step forward in how we manage repairs and meet our client’s expectations,” says Christoph Korbmacher, Senior Manager New Technologies at MAN PrimeServ Oberhausen. “It is the result of both technical advances and our realization that we can offer our clients a better service.”

Reduced lead times is the first of these advantages. By investing in laser welding technologies at the Oberhausen plant, MAN PrimeServ was able to move the delicate repair and maintenance work in-house, there-by reducing lead times from three to six weeks to just one. “We wanted to invest in the technology to bring the repair process in-

house, thereby offering more efficiency and value for money,” Korbmacher says. Apart from a cash investment of “around one mil-lion euros,” Korbmacher also had to build the right team for the work in Oberhausen. Inter-national welding engineers, or IWEs, in partic-ular, are needed and function as a stamp of quality in the industry. “We now have a unique position: Many can use laser cladding, but few can weld such large components as effectively as we can. Now, we can proudly offer precision work as a modern service solution that is flex-ible, efficient and incredibly swift.”

rotorsMore than 200 rotors and machine parts have been repaired using laser cladding in Oberhausen since 2010.

200Thanks to investments in equipment and manpower, the plant in Oberhausen now has a unique market position.

Moving the laser cladding operations in-house was a

logical step forward, allowing for a more agile operation.

Highly skilled international welding engineers are

needed to operate the laser center in Oberhausen.

phot

os: C

arst

en P

aul

2/2015

14 15

precisionengineered

Laser cladding promises precision repairs of delicate parts. The biggest win, however, may come from significantly reduced lead times and increased efficiency.

W hen working with state-of-the-art ma-chinery, you’ll need an

eye for precision and flexibility. Few places know this better than the MAN PrimeServ Competence Center Repair in Oberhausen. Here, a team of highly skilled experts and en-gineers are working hard to take laser cladding technology to the next level.

Laser cladding describes a welding repair method in which a precision laser is used for maintenance and repair of rotors, impellers and blades suffering from wear and corrosion. The technology was implemented in 2010 and replaced the traditional method of thermal spraying. Damaged parts can be pre-diag-nosed remotely using 3D scanning and are then shipped to Oberhausen for treatment.

Already, more than 200 rotors and their parts have been repaired using the new method. Orders are continuously coming in from plants in Zurich, Berlin and Hamburg, and a further rollout is in the plans for plants in China, South Africa and Brazil. Here, too, MAN PrimeServ technology and know-how will be put to use.

“Laser cladding is a logical step forward in how we manage repairs and meet our client’s expectations,” says Christoph Korbmacher, Senior Manager New Technologies at MAN PrimeServ Oberhausen. “It is the result of both technical advances and our realization that we can offer our clients a better service.”

Reduced lead times is the first of these advantages. By investing in laser welding technologies at the Oberhausen plant, MAN PrimeServ was able to move the delicate repair and maintenance work in-house, there-by reducing lead times from three to six weeks to just one. “We wanted to invest in the technology to bring the repair process in-

house, thereby offering more efficiency and value for money,” Korbmacher says. Apart from a cash investment of “around one mil-lion euros,” Korbmacher also had to build the right team for the work in Oberhausen. Inter-national welding engineers, or IWEs, in partic-ular, are needed and function as a stamp of quality in the industry. “We now have a unique position: Many can use laser cladding, but few can weld such large components as effectively as we can. Now, we can proudly offer precision work as a modern service solution that is flex-ible, efficient and incredibly swift.”

rotorsMore than 200 rotors and machine parts have been repaired using laser cladding in Oberhausen since 2010.

200Thanks to investments in equipment and manpower, the plant in Oberhausen now has a unique market position.

Moving the laser cladding operations in-house was a

logical step forward, allowing for a more agile operation.

Highly skilled international welding engineers are

needed to operate the laser center in Oberhausen.

phot

os: C

arst

en P

aul

16 17

A September day starts humid in Medan, Indonesia. Power plant operator Berkat Bima Sentana

(BBS) has sent a driver to pick up Andreas Don-derer, a maintenance engineer with MAN PrimeServ, at the hotel at 7 a.m. The drive will take an hour, on roads jammed with splutter-ing motorcycles and bright yellow minivan taxis, accompanied by the cacophony of blar-ing car horns. It’s 25 kilometers to the new BBS power plant in the port city of Belawan. “For other assignments, accommodation is usually closer to the power plant. However, this site is so remote that there are no hotels close by,” explains Donderer, just in from Augsburg. “That’s why we have to make the trip from Medan every morning during this two-week misson.”

A resident of Bavaria, Germany, and a third-generation MAN employee, Donderer loves his work. He travels most of the year on assignments to customer locations around the world, including Spain, the Dominican Repub-lic and now Sumatra. When he is not traveling, he oversees service contracts from the MAN PrimeServ head office in Augsburg. “I am the first contact person customers reach out to, and I’m the one who goes to the power plants to carry out the maintenance work and war-ranty services agreed on in the contract, to-gether with the operators,” he explains.

ExpErt

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Engines are closely moni-tored and detailed mainte-nance reports are developed with the cus-tomer.

As a maintenance engineer, Andreas Donderer travels to work at facilities all over the world.

maintenance

For customers worldwide, MAN PrimeServ offers standardized maintenance contracts that include online monitoring, delivery of replacement parts, and on-site servicing. MAN Magazine joins a service engineer on an assignment in Sumatra.

2/2015

16 17

A September day starts humid in Medan, Indonesia. Power plant operator Berkat Bima Sentana

(BBS) has sent a driver to pick up Andreas Don-derer, a maintenance engineer with MAN PrimeServ, at the hotel at 7 a.m. The drive will take an hour, on roads jammed with splutter-ing motorcycles and bright yellow minivan taxis, accompanied by the cacophony of blar-ing car horns. It’s 25 kilometers to the new BBS power plant in the port city of Belawan. “For other assignments, accommodation is usually closer to the power plant. However, this site is so remote that there are no hotels close by,” explains Donderer, just in from Augsburg. “That’s why we have to make the trip from Medan every morning during this two-week misson.”

A resident of Bavaria, Germany, and a third-generation MAN employee, Donderer loves his work. He travels most of the year on assignments to customer locations around the world, including Spain, the Dominican Repub-lic and now Sumatra. When he is not traveling, he oversees service contracts from the MAN PrimeServ head office in Augsburg. “I am the first contact person customers reach out to, and I’m the one who goes to the power plants to carry out the maintenance work and war-ranty services agreed on in the contract, to-gether with the operators,” he explains.

ExpErt

phot

os:

Zaka

ria

Zain

al

Engines are closely moni-tored and detailed mainte-nance reports are developed with the cus-tomer.

As a maintenance engineer, Andreas Donderer travels to work at facilities all over the world.

maintenance

For customers worldwide, MAN PrimeServ offers standardized maintenance contracts that include online monitoring, delivery of replacement parts, and on-site servicing. MAN Magazine joins a service engineer on an assignment in Sumatra.

2/2015

18 19

They arrive at the Belawan power plant

shortly after 8 a.m. With humidity at 95% and temperatures well above 35°C in the engine hall, Donderer gets to work. The 12 engines have been operating reliably; they comprise eight second-hand MAN 9L58/64 engines, and four new 18V48/60TS engines. They represent a combined capacity of 174.6 MW, whereby, the old engines account for 95.4 MW, with the new units generating an output of 79.2 MW.

This maintenance assignment is focused solely on the new 18V48/60TS units. “This en-gine is a new development, with a two-stage turbocharger,” says Donderer. “The turbo-chargers are practically connected in series and consist of a first low-pressure stage fol-lowed by a second high-pressure stage. As a re-sult, they achieve a higher charging pressure, thereby, enabling more efficient fuel combus-tion. Customers benefit from lower fuel con-sumption and reduced emission values at the same time.”

AFtEr tHEIr FIrSt 6,000 hours of opera-tion, the new engines require a “minor” main-tenance service. “We mostly do inspections to determine the status of wear components and exchange them if necessary,” says the MAN engineer. “These engines are pretty new, so we won’t have to replace any parts for a long time.” The experts closely examine the four engines one at a time, while the other engines continue to operate. Continuous operation is a necessity given that BBS must supply the utility company with a contractually stipulat-ed output of 120 MW even during mainte-nance periods. The noise level is high, but does not pose a communication problem for the BBS employees.

“In the engine hall, we communicate with our hands, which actually works pretty well among technicians. The local staff is interested in the work. The experience they acquire dur-ing scheduled maintenance helps them to in-dependently resolve smaller issues that occur from day to day,” says Donderer.

MEANWHILE, BACK IN AUGSBUrG, 9,500 ki-lometers away, Michael Filous, Head of PrimeServ O&M, is standing in MAN PrimeServ’s online service center. On two

2/2015

Donderer is based in Augsburg, but works

closely with local teams when he is traveling.

large screens, all engines worldwide with maintenance contracts are remotely moni-tored in real time by four employees. In the event of any discrepancies, they promptly no-tify the assigned superintendent engineer, of which Donderer is one.

Filous explains the concept: “Our mainte-nance contracts extend beyond on-site sup-port because we use an integrated approach. Besides continuous online monitoring, we schedule the maintenance periods together with the customer, send replacement and wear parts to the power plant prior to doing the work, and we prepare a very detailed schedule and sequence plan. After the service is successfully completed, customers receive a comprehensive final report. Plant operators who opt for such a maintenance contract benefit from minimum downtime and high-quality service.”

BACK IN BELAWAN, SUMAtrA, Donderer’s deployment is coming to an end. In a final meeting, Mr. Salim, general manager of the BBS power plant, explains the benefits of the maintenance contract with MAN PrimeServ: “We invested a large amount of money in the power plant by buying the modern 48/60TS engines. That’s why it is critical to obtain max-imum efficiency over a long period. To ensure this happens, all equipment – especially the engines – requires optimized maintenance services. The service contract guarantees that we always receive original and high-quality re-placement parts and continous technical sup-port from MAN PrimeServ. This ensures we can operate the plant efficiently, with no mal-functions.” To ensure that this optimized ser-vice is provided, Donderer and his Augsburg-based colleagues will continue to watch the power plant carefully. If everything goes ac-cording to plan, the next time Donderer sees Mr. Salim will be for the next scheduled main-tenance service after 6,000 hours of opera-tion. And when the engines have 36,000 hours of operation behind them, it’s time for the first “major” maintenance service. When that hap-pens, Donderer will be supported by col-leagues from the regional PrimeServ Service Center Singapore and Indonesia. A global team, on the job all over the world.

phot

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Zaka

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Zain

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18 19

They arrive at the Belawan power plant

shortly after 8 a.m. With humidity at 95% and temperatures well above 35°C in the engine hall, Donderer gets to work. The 12 engines have been operating reliably; they comprise eight second-hand MAN 9L58/64 engines, and four new 18V48/60TS engines. They represent a combined capacity of 174.6 MW, whereby, the old engines account for 95.4 MW, with the new units generating an output of 79.2 MW.

This maintenance assignment is focused solely on the new 18V48/60TS units. “This en-gine is a new development, with a two-stage turbocharger,” says Donderer. “The turbo-chargers are practically connected in series and consist of a first low-pressure stage fol-lowed by a second high-pressure stage. As a re-sult, they achieve a higher charging pressure, thereby, enabling more efficient fuel combus-tion. Customers benefit from lower fuel con-sumption and reduced emission values at the same time.”

AFtEr tHEIr FIrSt 6,000 hours of opera-tion, the new engines require a “minor” main-tenance service. “We mostly do inspections to determine the status of wear components and exchange them if necessary,” says the MAN engineer. “These engines are pretty new, so we won’t have to replace any parts for a long time.” The experts closely examine the four engines one at a time, while the other engines continue to operate. Continuous operation is a necessity given that BBS must supply the utility company with a contractually stipulat-ed output of 120 MW even during mainte-nance periods. The noise level is high, but does not pose a communication problem for the BBS employees.

“In the engine hall, we communicate with our hands, which actually works pretty well among technicians. The local staff is interested in the work. The experience they acquire dur-ing scheduled maintenance helps them to in-dependently resolve smaller issues that occur from day to day,” says Donderer.

MEANWHILE, BACK IN AUGSBUrG, 9,500 ki-lometers away, Michael Filous, Head of PrimeServ O&M, is standing in MAN PrimeServ’s online service center. On two

2/2015

Donderer is based in Augsburg, but works

closely with local teams when he is traveling.

large screens, all engines worldwide with maintenance contracts are remotely moni-tored in real time by four employees. In the event of any discrepancies, they promptly no-tify the assigned superintendent engineer, of which Donderer is one.

Filous explains the concept: “Our mainte-nance contracts extend beyond on-site sup-port because we use an integrated approach. Besides continuous online monitoring, we schedule the maintenance periods together with the customer, send replacement and wear parts to the power plant prior to doing the work, and we prepare a very detailed schedule and sequence plan. After the service is successfully completed, customers receive a comprehensive final report. Plant operators who opt for such a maintenance contract benefit from minimum downtime and high-quality service.”

BACK IN BELAWAN, SUMAtrA, Donderer’s deployment is coming to an end. In a final meeting, Mr. Salim, general manager of the BBS power plant, explains the benefits of the maintenance contract with MAN PrimeServ: “We invested a large amount of money in the power plant by buying the modern 48/60TS engines. That’s why it is critical to obtain max-imum efficiency over a long period. To ensure this happens, all equipment – especially the engines – requires optimized maintenance services. The service contract guarantees that we always receive original and high-quality re-placement parts and continous technical sup-port from MAN PrimeServ. This ensures we can operate the plant efficiently, with no mal-functions.” To ensure that this optimized ser-vice is provided, Donderer and his Augsburg-based colleagues will continue to watch the power plant carefully. If everything goes ac-cording to plan, the next time Donderer sees Mr. Salim will be for the next scheduled main-tenance service after 6,000 hours of opera-tion. And when the engines have 36,000 hours of operation behind them, it’s time for the first “major” maintenance service. When that hap-pens, Donderer will be supported by col-leagues from the regional PrimeServ Service Center Singapore and Indonesia. A global team, on the job all over the world.

phot

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20 21

Sub-Saharan Africa shows high potential for future growth. Many countries are investing heavily in infrastructure, creating new opportunities – and challenges to be solved.

Building a Brighter

FutureA frica is abundant with

natural resources, and while it is not as economi-

cally developed as parts of Europe and Asia, it is growing steadily. For the past decade, growth has averaged 5% and is expected to re-main positive in the next few years.

Utilities, and electricity in particular, play a key role in this development. On a continent where many homes and businesses are still dark after nightfall, reliable access to electric-ity can power factories and shops, schools and universities, and offer new opportunities to the people driving the economic growth.

“Some 25 countries in Sub-Saharan Africa currently suffer from rolling blackouts, and on average just 30% of the population has access to electricity,” says Martin Kalter, Vice President Sales Sub-Sahara Africa for MAN Diesel & Turbo. “While the continent is well

endowed with fossil fuels and renewable re-sources, these are not evenly distributed, creating windfall profits for some countries and exacerbating the crisis in others.”

NIGER, IN WEST AFRICA, is an excellent ex-ample of the current African market. The landlocked nation is a large global uranium producer and began producing crude oil in 2011; but it suffers from power outages almost daily. It has to import 62% of its electricity from Nigeria and currently has an installed capacity of about just 90 MW. Only 7% of households have regular access to electricity and great regional disparity rules – currently 41% of urban households are connected, compared to only 0.28% of rural households.

This is set to change in early 2016 when a new power plant will be inaugurated in the capital, Niamey. The facility is being con-structed by Chinese EPC contractor Sino-hydro, and engineers have successfully installed four MAN 18V48/60TS gensets, com-bining the robust MAN 18V48/60 diesel/HFO engine with two MAN turbo-chargers TCA 77 and TCA 88 that adhere to World Bank emis-sion standards.

Each unit delivers a power output of more than 20 MW, making it the most powerful four-stroke engine in today’s market.

“It’s a very flexible engine,” says Dr. Andreas Emmert, Senior Sales Manager Power Plants for MAN Diesel & Turbo in Paris. “It can be run in high-efficiency mode during nor-mal operation, and switched to maximum output mode during times of peak demand.”

The Gorou Banda project faces harsh environmental conditions, in particular dust and high air temperatures

The site of the new power plant is on the outskirts of the capital, Niamey, close to the banks of the Niger River

Mr. Djibril Amadou Mailele, Director of

Production & Transport, Nigelec

2/2015

Building a Brighter

Future

The Gorou Banda project faces harsh environmental conditions, in particular dust and high air temperatures

The site of the new power plant is on the outskirts of the capital, Niamey, close to the banks of the Niger River

phot

os:

Mau

rice

Asc

ani

20 21

Sub-Saharan Africa shows high potential for future growth. Many countries are investing heavily in infrastructure, creating new opportunities – and challenges to be solved.

Building a Brighter

FutureA frica is abundant with

natural resources, and while it is not as economi-

cally developed as parts of Europe and Asia, it is growing steadily. For the past decade, growth has averaged 5% and is expected to re-main positive in the next few years.

Utilities, and electricity in particular, play a key role in this development. On a continent where many homes and businesses are still dark after nightfall, reliable access to electric-ity can power factories and shops, schools and universities, and offer new opportunities to the people driving the economic growth.

“Some 25 countries in Sub-Saharan Africa currently suffer from rolling blackouts, and on average just 30% of the population has access to electricity,” says Martin Kalter, Vice President Sales Sub-Sahara Africa for MAN Diesel & Turbo. “While the continent is well

endowed with fossil fuels and renewable re-sources, these are not evenly distributed, creating windfall profits for some countries and exacerbating the crisis in others.”

NIGER, IN WEST AFRICA, is an excellent ex-ample of the current African market. The landlocked nation is a large global uranium producer and began producing crude oil in 2011; but it suffers from power outages almost daily. It has to import 62% of its electricity from Nigeria and currently has an installed capacity of about just 90 MW. Only 7% of households have regular access to electricity and great regional disparity rules – currently 41% of urban households are connected, compared to only 0.28% of rural households.

This is set to change in early 2016 when a new power plant will be inaugurated in the capital, Niamey. The facility is being con-structed by Chinese EPC contractor Sino-hydro, and engineers have successfully installed four MAN 18V48/60TS gensets, com-bining the robust MAN 18V48/60 diesel/HFO engine with two MAN turbo-chargers TCA 77 and TCA 88 that adhere to World Bank emis-sion standards.

Each unit delivers a power output of more than 20 MW, making it the most powerful four-stroke engine in today’s market.

“It’s a very flexible engine,” says Dr. Andreas Emmert, Senior Sales Manager Power Plants for MAN Diesel & Turbo in Paris. “It can be run in high-efficiency mode during nor-mal operation, and switched to maximum output mode during times of peak demand.”

The Gorou Banda project faces harsh environmental conditions, in particular dust and high air temperatures

The site of the new power plant is on the outskirts of the capital, Niamey, close to the banks of the Niger River

Mr. Djibril Amadou Mailele, Director of

Production & Transport, Nigelec

2/2015

Building a Brighter

Future

The Gorou Banda project faces harsh environmental conditions, in particular dust and high air temperatures

The site of the new power plant is on the outskirts of the capital, Niamey, close to the banks of the Niger River

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22 23

THE 18V48/60TS SYSTEM is the ideal solu-tion to a challenge typical of the conditions often encountered in countries like Niger. It is, thus, able to generate the required 80 MW at Gorou Banda with only four gensets, even under the harsh environmental condi-tions, in particular with the high ambient air temperatures that can be reached during the hot season – an important feature in places like Niamey. “This was a key factor in choos-ing Sinohydro and MAN for this project,” says Djibril Amadou Mailele, Director of Produc-tion & Transport at Nigelec (Société Nigéri-enne d’Electricité), the end customer and pub-lic electricity provider.

The choice of a modular power plant like this, consisting of several generators, has ad-ditional advantages. Niamey is dusty, and the generators can be delivered almost complete-ly pre-assembled. This is helpful, as power plant solutions with fewer larger generators, as are often used in Europe, would be deliv-ered in sections and needed to be assembled on-site, a tricky operation under these condi-tions. It also means that total output can be increased at a later stage simply by adding more generators to the facility, thus, reducing initial investment costs. Flexibility is another key advantage. The grids in Niger are often highly unstable, with rapidly changing power demands. The engines are capable of picking up on fluctuations and adapting quickly. When power demand is lower, some engines may be put on stand-by, with other engines running at full load. Avoiding part-load oper-ation maximizes the overall efficiency of the power plant. With 80 MW worth of electrical power, the plant will almost double the total generation capacity in Niger.

“THE NIAMEY PROJECT is a perfect example of MAN’s strengths in the growing African market,” says Dr. Emmert. “It’s not just about building new power plants. We are active in Africa during the whole life-cycle of our prod-ucts, with offices and hubs in South Africa, Senegal, Kenya and Nigeria. Our customers particularly appreciate the extensive after-sales support we are able to offer them.”

The project is also noteworthy for the suc-cessful cooperation with Sinohydro, one of the major international players in Africa in-frastructure projects. “The cooperation with MAN Diesel & Turbo has been excellent,” says Yu Guangping, Deputy General Manager of Sinohydro Bureau 10 International and Vice President of the Board of Gorou Banda Proj-ect. “We have benefitted from the extensive and profound expertise in engine-based pow-er solutions, and all the activities conducted during this project have been of the profes-sional high standard we would expect of a multinational company.” The feedback echoes that of Simon Bartrop, Project Manager on be-half of MAN Diesel & Turbo. “Resources from eight offices, in eight countries, across four continents are involved in this project. We are all pulling together, utilising our internation-al capabilities to help our new partners, Sino-hydro and Nigelec, make this project a suc-cess,” he says.

NIGER’S GDP GROWTH is predicted to reach 6.5% in 2016, placing it above nations like Colombia and Malaysia. To continue growth, however, further investments in energy and infrastructure are needed. The new facility in Niamey is a step in this direction – towards a brighter future.

A powerful solution: Four MAN 48/60TS gensets will help drastically improve Niger’s

electrical infrastructure.

Final phase: The commercial operation of the plant will start in the beginning of 2016.

The new power plant in Niamay is a prime example of international cooperation between MAN and Chinese contractor Sinohydro.

Mediterranean

Atlantic

Indian Ocean

AFRICA

Niamey

NIGER

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THE 18V48/60TS SYSTEM is the ideal solu-tion to a challenge typical of the conditions often encountered in countries like Niger. It is, thus, able to generate the required 80 MW at Gorou Banda with only four gensets, even under the harsh environmental condi-tions, in particular with the high ambient air temperatures that can be reached during the hot season – an important feature in places like Niamey. “This was a key factor in choos-ing Sinohydro and MAN for this project,” says Djibril Amadou Mailele, Director of Produc-tion & Transport at Nigelec (Société Nigéri-enne d’Electricité), the end customer and pub-lic electricity provider.

The choice of a modular power plant like this, consisting of several generators, has ad-ditional advantages. Niamey is dusty, and the generators can be delivered almost complete-ly pre-assembled. This is helpful, as power plant solutions with fewer larger generators, as are often used in Europe, would be deliv-ered in sections and needed to be assembled on-site, a tricky operation under these condi-tions. It also means that total output can be increased at a later stage simply by adding more generators to the facility, thus, reducing initial investment costs. Flexibility is another key advantage. The grids in Niger are often highly unstable, with rapidly changing power demands. The engines are capable of picking up on fluctuations and adapting quickly. When power demand is lower, some engines may be put on stand-by, with other engines running at full load. Avoiding part-load oper-ation maximizes the overall efficiency of the power plant. With 80 MW worth of electrical power, the plant will almost double the total generation capacity in Niger.

“THE NIAMEY PROJECT is a perfect example of MAN’s strengths in the growing African market,” says Dr. Emmert. “It’s not just about building new power plants. We are active in Africa during the whole life-cycle of our prod-ucts, with offices and hubs in South Africa, Senegal, Kenya and Nigeria. Our customers particularly appreciate the extensive after-sales support we are able to offer them.”

The project is also noteworthy for the suc-cessful cooperation with Sinohydro, one of the major international players in Africa in-frastructure projects. “The cooperation with MAN Diesel & Turbo has been excellent,” says Yu Guangping, Deputy General Manager of Sinohydro Bureau 10 International and Vice President of the Board of Gorou Banda Proj-ect. “We have benefitted from the extensive and profound expertise in engine-based pow-er solutions, and all the activities conducted during this project have been of the profes-sional high standard we would expect of a multinational company.” The feedback echoes that of Simon Bartrop, Project Manager on be-half of MAN Diesel & Turbo. “Resources from eight offices, in eight countries, across four continents are involved in this project. We are all pulling together, utilising our internation-al capabilities to help our new partners, Sino-hydro and Nigelec, make this project a suc-cess,” he says.

NIGER’S GDP GROWTH is predicted to reach 6.5% in 2016, placing it above nations like Colombia and Malaysia. To continue growth, however, further investments in energy and infrastructure are needed. The new facility in Niamey is a step in this direction – towards a brighter future.

A powerful solution: Four MAN 48/60TS gensets will help drastically improve Niger’s

electrical infrastructure.

Final phase: The commercial operation of the plant will start in the beginning of 2016.

The new power plant in Niamay is a prime example of international cooperation between MAN and Chinese contractor Sinohydro.

Mediterranean

Atlantic

Indian Ocean

AFRICA

Niamey

NIGER

phot

os:

Mau

rice

Asc

ani

2/2015

24 25

Workhorses of the sea

Pioneering Spirit is the world’s largest platform

installation/decommissioning and pipelaying vessel.

From high in the sky to the deepest seas – when faced with extraordinary challenges, a handful of MAN-powered special-purpose ships are called upon to deliver truly extraordinary solutions.

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Workhorses of the sea

Pioneering Spirit is the world’s largest platform

installation/decommissioning and pipelaying vessel.

From high in the sky to the deepest seas – when faced with extraordinary challenges, a handful of MAN-powered special-purpose ships are called upon to deliver truly extraordinary solutions.

phot

o: A

llsea

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26

Measuring almost 300 meters from the sea bed to its highest point

above the surface of the North Sea, the Brent Delta oil and gas production platform is as tall as the Eiffel Tower – for the time being. Next year that will change, when, after around 40 years of operations, the structure will be de-commissioned. Normally, this would mean disassembling the topside, which includes the drilling rig, helipad and accommodation block, and shipping it back to shore in smaller pieces for re-use, recycling or disposal as permitted. This time, however, the entire 24,200-metric-ton topside structure will be removed in a sin-gle lift operation. Only one ship in the world can do this: The MAN-powered Pioneering Spirit, built for the Swiss-based Allseas and boasting the length of about five jumbo jets. “In my 18 years at MAN, I’ve never seen anything like it,” says Wolfgang Dullinger, from the Order Management in MAN Diesel & Turbo’s Four-Stroke Marine department.

PIONEERING SPIRIT is fitted with eight MAN 20V 32/44 generator sets and one 9L 32/44 engine. Because of the demanding tasks, the vessel had a long list of require-ments, with power and reliability paramount. “When you’re moving loads up to 48,000 met-ric tons, as the Pioneering Spirit can, engine failure would be disastrous,” says Dullinger.

“MAN’s history of delivering state-of-the-art technology convinced Allseas to select them to supply the engines that power the 'Pi-oneering Spirit,'" says Martin Dubbeldam, Technical Superintendent at Allseas. “The flexible operating range makes them perfect for this application.” When working as a pipe-layer, the Pioneering Spirit accelerates and slows every few minutes as it finishes each pipe in position-keeping mode and then moves 24 meters to lay the next piece. Of course, for the customer, the faster it can do this, the better. “This is why, despite the power demands, Allseas decided on engines with smaller cylinder-bore diameters, as they can

go from zero to full load quicker. Our 20V 32/44 engines fit the bill perfectly, and with our common rail technology, we can improve the load response even further compared to conventional injection systems,” says Dull-inger. Instead of having one fuel pump per cylinder, a single high-pressure pump feeds a storage rail, which regulates precisely how much fuel is injected into each cylinder.

THE SAME TECHNOLOGY is on board the Ceona Amazon, a brand new deep-water hy-brid vessel with two 9L32/44CR as well as four 8L21/44CR main gensets from MAN Diesel & Turbo. The vessel can lay rigid and flexible pipelines, and can also install large, subsea structures down to 3,000 meters in depth us-ing its two cranes. “It’s not easy to find the right engine configuration with multi-role vessels like this,” explains Rasmus Hedemark, Manager Offshore Sales for Medium Speed engines at MAN. “We need to know roughly how often it will be performing each task and where it might be operating. The 'Ceona Ama-zon' will be heading to some remote and chal-lenging locations.”

NOT ALL SPECIAL-PURPOSE SHIPS are such versatile all-rounders – indeed, many are fo-cused on one particular task only, but the de-

The Pioneering Spirit will remove the 24,000 metric-ton Brent Delta topside in one go.

Decommissioning of the Brent Delta oil platform is set to begin in 2016.

27

0 m

100 m

200 m

300 m

At 300 meters high from the ocean floor, the Brent Delta oil platform is as tall as the Eiffel Tower.

Sydney Opera House London Eye Eiffel Tower Brent Deltaphot

os: S

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/She

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2/2015

26

Measuring almost 300 meters from the sea bed to its highest point

above the surface of the North Sea, the Brent Delta oil and gas production platform is as tall as the Eiffel Tower – for the time being. Next year that will change, when, after around 40 years of operations, the structure will be de-commissioned. Normally, this would mean disassembling the topside, which includes the drilling rig, helipad and accommodation block, and shipping it back to shore in smaller pieces for re-use, recycling or disposal as permitted. This time, however, the entire 24,200-metric-ton topside structure will be removed in a sin-gle lift operation. Only one ship in the world can do this: The MAN-powered Pioneering Spirit, built for the Swiss-based Allseas and boasting the length of about five jumbo jets. “In my 18 years at MAN, I’ve never seen anything like it,” says Wolfgang Dullinger, from the Order Management in MAN Diesel & Turbo’s Four-Stroke Marine department.

PIONEERING SPIRIT is fitted with eight MAN 20V 32/44 generator sets and one 9L 32/44 engine. Because of the demanding tasks, the vessel had a long list of require-ments, with power and reliability paramount. “When you’re moving loads up to 48,000 met-ric tons, as the Pioneering Spirit can, engine failure would be disastrous,” says Dullinger.

“MAN’s history of delivering state-of-the-art technology convinced Allseas to select them to supply the engines that power the 'Pi-oneering Spirit,'" says Martin Dubbeldam, Technical Superintendent at Allseas. “The flexible operating range makes them perfect for this application.” When working as a pipe-layer, the Pioneering Spirit accelerates and slows every few minutes as it finishes each pipe in position-keeping mode and then moves 24 meters to lay the next piece. Of course, for the customer, the faster it can do this, the better. “This is why, despite the power demands, Allseas decided on engines with smaller cylinder-bore diameters, as they can

go from zero to full load quicker. Our 20V 32/44 engines fit the bill perfectly, and with our common rail technology, we can improve the load response even further compared to conventional injection systems,” says Dull-inger. Instead of having one fuel pump per cylinder, a single high-pressure pump feeds a storage rail, which regulates precisely how much fuel is injected into each cylinder.

THE SAME TECHNOLOGY is on board the Ceona Amazon, a brand new deep-water hy-brid vessel with two 9L32/44CR as well as four 8L21/44CR main gensets from MAN Diesel & Turbo. The vessel can lay rigid and flexible pipelines, and can also install large, subsea structures down to 3,000 meters in depth us-ing its two cranes. “It’s not easy to find the right engine configuration with multi-role vessels like this,” explains Rasmus Hedemark, Manager Offshore Sales for Medium Speed engines at MAN. “We need to know roughly how often it will be performing each task and where it might be operating. The 'Ceona Ama-zon' will be heading to some remote and chal-lenging locations.”

NOT ALL SPECIAL-PURPOSE SHIPS are such versatile all-rounders – indeed, many are fo-cused on one particular task only, but the de-

The Pioneering Spirit will remove the 24,000 metric-ton Brent Delta topside in one go.

Decommissioning of the Brent Delta oil platform is set to begin in 2016.

27

0 m

100 m

200 m

300 m

At 300 meters high from the ocean floor, the Brent Delta oil platform is as tall as the Eiffel Tower.

Sydney Opera House London Eye Eiffel Tower Brent Deltaphot

os: S

tuar

t Con

way

/She

ll, a

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28 29

mands placed on their engines remain high. MAN Diesel & Turbo’s 48/60 engines are a popular choice for dredging vessels, like Jan De Nul’s trailing suction hopper-dredger Leiv Eiriksson and its sister ship Cristobal Colon, the two largest such dredgers in the world. They perform two main tasks: Maintenance dredging, which is the cleaning of harbors and rivers, and land reclamation, which in-volves building up artificial islands, such as those that make up Dubai’s Palm Islands or Hong Kong’s international airport.

The Leiv Eiriksson is fitted with two MAN 16V48/60B diesel engines, which provide pro-pulsion power and the two suction pipes that allow the vessel to dredge sand and rocks up to a depth of 142 meters, plus the discharging pumps that empty the hopper. “Like other special-purpose ships, the vessels subject their engines to permanent and high load fluctuations while dredging, as well as a lot of engaging and disengaging of the propeller and pump clutches,” says Udo Ziegler, Senior Sales Manager at MAN Diesel & Turbo.

Major recent projects, such as the New Suez Canal and the multi-billion-dollar ex-pansion of Sri Lanka’s Port of Colombo, high-light the continued growth in global shipping volumes that keeps demand high for such large-scale dredging vessels. Currently, MAN Diesel & Turbo has 14 48/60CR engines on or-der for installation aboard new dredgers for customers in Benelux countries and China.

THE OIL AND GAS SECTOR is by definition volatile, with construction very much linked to oil price, says Rasmus Hedemark. “Current-ly, there is a slight downturn due to the lower oil price, but sooner or later we will see it in-crease again. When it does, we have exactly the right product with our 32/44 common rail engines. And in terms of platform construc-tion, with oil drilling moving into increasing-ly deeper and more remote waters, we’re go-ing to see more state-of-the-art vessels with bigger, more powerful, more sophisticated equipment, like the Ceona Amazon".

Allseas believes what is true of platform construction is also true of platform decom-missioning. This might be a niche market, but with hundreds of platforms in the North Sea

set to be decommissioned in the next couple of decades, it’s a lucrative one. And there is currently no other ship in the world capable of removing the entire topside of an offshore platform in one go.

WITH SUPREME ENGINEERING SPIRIT and know-how, the boundaries of what is possible at sea are being redefined with each new chal-lenge and solution. The niche market may still be in its infancy, but as technology advances, new opportunities will undoubtedly arise – leaving plenty of future tasks to be solved by these workhorses of the sea.

Drillship: Used in deep water to drill oil and gas wells

Crane vessel: Specialized in lifting heavy loads for offshore construction

Cable layer: Lays underwater cables for telecommuni-cations or electric power transmission

Dredger: Excavates underwater for construction and to keep waterways navigable

Hard workers: Main tasks of special-purpose ships

The vessel is fitted with two MAN 16V48/60B diesel engines, which provide power for propulsion and suction.

Leiv Eiriksson is fitted with two suction pipes and two electrically driven shore-discharging dredge pumps.

Pipelayer and construction ship: MAN Diesel & Turbo has equipped the versatile Ceona Amazon.

Leiv Eiriksson and sister ship Cristobal Colon are the largest dredgers of their type in the world.

phot

os: C

EON

A, L

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al(3

)

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28 29

mands placed on their engines remain high. MAN Diesel & Turbo’s 48/60 engines are a popular choice for dredging vessels, like Jan De Nul’s trailing suction hopper-dredger Leiv Eiriksson and its sister ship Cristobal Colon, the two largest such dredgers in the world. They perform two main tasks: Maintenance dredging, which is the cleaning of harbors and rivers, and land reclamation, which in-volves building up artificial islands, such as those that make up Dubai’s Palm Islands or Hong Kong’s international airport.

The Leiv Eiriksson is fitted with two MAN 16V48/60B diesel engines, which provide pro-pulsion power and the two suction pipes that allow the vessel to dredge sand and rocks up to a depth of 142 meters, plus the discharging pumps that empty the hopper. “Like other special-purpose ships, the vessels subject their engines to permanent and high load fluctuations while dredging, as well as a lot of engaging and disengaging of the propeller and pump clutches,” says Udo Ziegler, Senior Sales Manager at MAN Diesel & Turbo.

Major recent projects, such as the New Suez Canal and the multi-billion-dollar ex-pansion of Sri Lanka’s Port of Colombo, high-light the continued growth in global shipping volumes that keeps demand high for such large-scale dredging vessels. Currently, MAN Diesel & Turbo has 14 48/60CR engines on or-der for installation aboard new dredgers for customers in Benelux countries and China.

THE OIL AND GAS SECTOR is by definition volatile, with construction very much linked to oil price, says Rasmus Hedemark. “Current-ly, there is a slight downturn due to the lower oil price, but sooner or later we will see it in-crease again. When it does, we have exactly the right product with our 32/44 common rail engines. And in terms of platform construc-tion, with oil drilling moving into increasing-ly deeper and more remote waters, we’re go-ing to see more state-of-the-art vessels with bigger, more powerful, more sophisticated equipment, like the Ceona Amazon".

Allseas believes what is true of platform construction is also true of platform decom-missioning. This might be a niche market, but with hundreds of platforms in the North Sea

set to be decommissioned in the next couple of decades, it’s a lucrative one. And there is currently no other ship in the world capable of removing the entire topside of an offshore platform in one go.

WITH SUPREME ENGINEERING SPIRIT and know-how, the boundaries of what is possible at sea are being redefined with each new chal-lenge and solution. The niche market may still be in its infancy, but as technology advances, new opportunities will undoubtedly arise – leaving plenty of future tasks to be solved by these workhorses of the sea.

Drillship: Used in deep water to drill oil and gas wells

Crane vessel: Specialized in lifting heavy loads for offshore construction

Cable layer: Lays underwater cables for telecommuni-cations or electric power transmission

Dredger: Excavates underwater for construction and to keep waterways navigable

Hard workers: Main tasks of special-purpose ships

The vessel is fitted with two MAN 16V48/60B diesel engines, which provide power for propulsion and suction.

Leiv Eiriksson is fitted with two suction pipes and two electrically driven shore-discharging dredge pumps.

Pipelayer and construction ship: MAN Diesel & Turbo has equipped the versatile Ceona Amazon.

Leiv Eiriksson and sister ship Cristobal Colon are the largest dredgers of their type in the world.

phot

os: C

EON

A, L

aNav

al(3

)

2/2015

3130

Clean Funnel Configurator Available via MAN Diesel & Turbo’s extranet platform Nexus, the Clean Funnel Configurator allows custom-ers and partners to config-ure their own individual en-gine setup. Users can choose from a range of se-lection parameters and de-fine their emission criteria, selecting from recommend-ed modules such as SCR, silencer or scrubbers. Files can be viewed and exported in different 2D and 3D formats, with all relevant technical data for the engine and SCR sys-tem: a very handy tool for planning, demonstrations and presentations.

Clean Funnel Configurator Available via MAN Diesel & Turbo’s extranet platform Nexus, the Clean Funnel Configurator allows custom-ers and partners to config-ure their own individual en-gine setup. Users can choose from a range of se-lection parameters and de-fine their emission criteria, selecting from recommend-ed modules such as SCR, silencer or scrubbers. Files can be viewed and

2D and 3D formats, with all relevant technical data for the engine and SCR sys-tem: a very handy tool for planning, demonstrations

I n May 2016, Icelandic fishing company HB Grandi will take delivery of the first of three new wet-fish trawlers. It will

mark the completion of the first newly built ship to have MAN Diesel & Turbo’s SCR (selec-tive catalytic reduction) system, which can re-duce nitrogen oxide emissions by up to 90%. Others, too, are under construction and will be completed by 2017, such as a deep-water derrick-lay vessel for the oil and gas in-dustry, and the lead ship of the new Harry De-

Wolf class of offshore patrol vessels for the Canadian navy.

The new SCR tech-nology, which can be integrated with MAN’s entire portfo-lio of medium-speed engines, comes as the International Mari-time Organization

(IMO) tightens up regulations on emissions from the shipping industry in certain areas. During the last decade, it has created four Emission Control Areas (ECAs), encompassing the Baltic Sea, the North Sea, North America (covering most of the US and Canada) and the US Caribbean. Marine diesel engines in-stalled on a ship constructed on or after 1 Jan-uary 2016 – and operating in the North Amer-ican and US Caribbean ECAs – must now com-ply with so-called Tier III NOx emission standards.

As General Project Manager for Emission 2016 at MAN Diesel & Turbo, Daniel Struck-meier has overseen the development process of the marine SCR system, which adds urea to the exhaust gas, before passing it through a catalyst at 300 to 400°C, drastically reducing NOx emissions. “We have developed a stan-dardized modular component kit in 14 differ-ent sizes,” explains Struckmeier. “This mini-mizes cost and maximizes flexibility. This is

in SCR technologyLeading the way

important given the breadth of our engine portfolio and means we don’t have to create tailored solutions for each one.”

The SCR system can be both integrated into new ships and retrofitted, as it was to Danish cargo vessel Petunia Seeways, which has performed thousands of hours of exten-sive testing since 2012. Its successful perfor-mance led to a Tier III compatibility certifi-cate for the ship’s MAN 8L21/31 engine from the classification society DNV-GL. Since then, in April 2015, the China Classification Society awarded MAN Diesel & Turbo with the world’s first SCR IMO Tier III approval-in-principle for its entire medium-speed engine portfolio, and other main classification societies are

soon set to follow suit, says Struckmeier. “Cus-tomers always want to know how they can ob-tain the right certification, and we’ve devel-oped a process that offers a clear solution,” he explains. “We created a special modelling tool, which is certified by the classification society. This means that any combination of engine and SCR system we offer a customer has already been pre-approved – we don’t have to set up the entire system on the test bed, which can be time-, cost- and space- intensive. With our method, so-called scheme B, once everything is installed, all that’s need-ed is a quick on-board confirmation test for the parent engine and the customer has everything he needs.”

REDUCED EMISSIONSMAN Diesel & Turbo’s SCR (selective catalytic reduction) system can reduce nitrogen oxide emissions by up to 90%.

90 %

The SCR system can be integrated into

new ships or retrofitted into

older ones.

The Canadian navy’s offshore patrol vessels are among the ships using SCR technology.

HB Gandri’s newly built trawlers will be fitted with the

new SCR systems.

The new selective catalytic reduction system helps customers minimize costs and maximize flexibility.

Silencer

Boiler

Catalyst

Injection

Air compressor

Urea supply pump

Urea tank

Illus

trat

ion:

MA

N; p

hoto

s: H

B G

rand

i (2)

, Pet

rofa

c, Ir

ving

Shi

pbui

ldin

g In

c.

2/2015

3130

Clean Funnel Configurator Available via MAN Diesel & Turbo’s extranet platform Nexus, the Clean Funnel Configurator allows custom-ers and partners to config-ure their own individual en-gine setup. Users can choose from a range of se-lection parameters and de-fine their emission criteria, selecting from recommend-ed modules such as SCR, silencer or scrubbers. Files can be viewed and exported in different 2D and 3D formats, with all relevant technical data for the engine and SCR sys-tem: a very handy tool for planning, demonstrations and presentations.

Clean Funnel Configurator Available via MAN Diesel & Turbo’s extranet platform Nexus, the Clean Funnel Configurator allows custom-ers and partners to config-ure their own individual en-gine setup. Users can choose from a range of se-lection parameters and de-fine their emission criteria, selecting from recommend-ed modules such as SCR, silencer or scrubbers. Files can be viewed and

2D and 3D formats, with all relevant technical data for the engine and SCR sys-tem: a very handy tool for planning, demonstrations

I n May 2016, Icelandic fishing company HB Grandi will take delivery of the first of three new wet-fish trawlers. It will

mark the completion of the first newly built ship to have MAN Diesel & Turbo’s SCR (selec-tive catalytic reduction) system, which can re-duce nitrogen oxide emissions by up to 90%. Others, too, are under construction and will be completed by 2017, such as a deep-water derrick-lay vessel for the oil and gas in-dustry, and the lead ship of the new Harry De-

Wolf class of offshore patrol vessels for the Canadian navy.

The new SCR tech-nology, which can be integrated with MAN’s entire portfo-lio of medium-speed engines, comes as the International Mari-time Organization

(IMO) tightens up regulations on emissions from the shipping industry in certain areas. During the last decade, it has created four Emission Control Areas (ECAs), encompassing the Baltic Sea, the North Sea, North America (covering most of the US and Canada) and the US Caribbean. Marine diesel engines in-stalled on a ship constructed on or after 1 Jan-uary 2016 – and operating in the North Amer-ican and US Caribbean ECAs – must now com-ply with so-called Tier III NOx emission standards.

As General Project Manager for Emission 2016 at MAN Diesel & Turbo, Daniel Struck-meier has overseen the development process of the marine SCR system, which adds urea to the exhaust gas, before passing it through a catalyst at 300 to 400°C, drastically reducing NOx emissions. “We have developed a stan-dardized modular component kit in 14 differ-ent sizes,” explains Struckmeier. “This mini-mizes cost and maximizes flexibility. This is

in SCR technologyLeading the way

important given the breadth of our engine portfolio and means we don’t have to create tailored solutions for each one.”

The SCR system can be both integrated into new ships and retrofitted, as it was to Danish cargo vessel Petunia Seeways, which has performed thousands of hours of exten-sive testing since 2012. Its successful perfor-mance led to a Tier III compatibility certifi-cate for the ship’s MAN 8L21/31 engine from the classification society DNV-GL. Since then, in April 2015, the China Classification Society awarded MAN Diesel & Turbo with the world’s first SCR IMO Tier III approval-in-principle for its entire medium-speed engine portfolio, and other main classification societies are

soon set to follow suit, says Struckmeier. “Cus-tomers always want to know how they can ob-tain the right certification, and we’ve devel-oped a process that offers a clear solution,” he explains. “We created a special modelling tool, which is certified by the classification society. This means that any combination of engine and SCR system we offer a customer has already been pre-approved – we don’t have to set up the entire system on the test bed, which can be time-, cost- and space- intensive. With our method, so-called scheme B, once everything is installed, all that’s need-ed is a quick on-board confirmation test for the parent engine and the customer has everything he needs.”

REDUCED EMISSIONSMAN Diesel & Turbo’s SCR (selective catalytic reduction) system can reduce nitrogen oxide emissions by up to 90%.

90 %

The SCR system can be integrated into

new ships or retrofitted into

older ones.

The Canadian navy’s offshore patrol vessels are among the ships using SCR technology.

HB Gandri’s newly built trawlers will be fitted with the

new SCR systems.

The new selective catalytic reduction system helps customers minimize costs and maximize flexibility.

Silencer

Boiler

Catalyst

Injection

Air compressor

Urea supply pump

Urea tank

Illus

trat

ion:

MA

N; p

hoto

s: H

B G

rand

i (2)

, Pet

rofa

c, Ir

ving

Shi

pbui

ldin

g In

c.

2/2015

32 33

I n 2014, MAN Diesel & Turbo launched its second-generation RIKT compressor, the latest chapter in a success story that

started in Zurich, Switzerland, a century ago, with the advent of the first isothermal machine that could compress air efficiently and cost-effectively. In those days, the primary use cases for air compression technology in-cluded industrial cleaning equipment, as well as pneumatic drills and hammers for the min-ing industry. Over the years, these applica-tions were overtaken by air separation, driven by the growing demand for industrial gases in the petrochemical and manufacturing indus-tries. Today, the RIKT compressor is a shining example of the industry-leading solutions from MAN Diesel & Turbo for air separation applications.

despIte sIgnIfIcant technological im-provements, some aspects of the latest RIKT compressor would be familiar to the engi-neers working on the 1915 isothermal com-pressors. In fact, the original design that was

MAN Diesel & Turbo has been creating highly effi cient isothermal compressors in Zurich for exactly 100

years. The latest generation of these unique machines is building on this extraordinary legacy.

100 years of

success

phot

o: M

AN

used to build the first versions were so good, two essential elements are still state-of-the art and unique to MAN Diesel & Turbo in 2015. Isotherm compressor Product Manager Rudi Ter Harkel explains: “Our compressor uses an inline shaft design that combines all process stages on one shaft. The machinery rotates as one unit at a constant speed. This arrangement allows us to use a very solid, heavy rotor that is insusceptible to fouling. Due to this design, the machine keeps run-ning smoothly despite inevitable wear and tear, all of which contributes to a very robust, reliable machine that minimizes downtime and maintenance for end customers.”

the second unIque feature relates to cooling. Air heats up as it is compressed – this is why it is vital to keep it cool in order to maximize efficiency. Other technologies cool the air in separate machinery after the com-pression process. The isotherm innovation was to include the coolers in the same single machine housing. This is efficient, minimizes

Since the launch of the first-generation isothermal compressor in 1915, over 1,400 units have left the MAN works.

1400unIts sold

2/2015

32 33

I n 2014, MAN Diesel & Turbo launched its second-generation RIKT compressor, the latest chapter in a success story that

started in Zurich, Switzerland, a century ago, with the advent of the first isothermal machine that could compress air efficiently and cost-effectively. In those days, the primary use cases for air compression technology in-cluded industrial cleaning equipment, as well as pneumatic drills and hammers for the min-ing industry. Over the years, these applica-tions were overtaken by air separation, driven by the growing demand for industrial gases in the petrochemical and manufacturing indus-tries. Today, the RIKT compressor is a shining example of the industry-leading solutions from MAN Diesel & Turbo for air separation applications.

despIte sIgnIfIcant technological im-provements, some aspects of the latest RIKT compressor would be familiar to the engi-neers working on the 1915 isothermal com-pressors. In fact, the original design that was

MAN Diesel & Turbo has been creating highly effi cient isothermal compressors in Zurich for exactly 100

years. The latest generation of these unique machines is building on this extraordinary legacy.

100 years of

success

phot

o: M

AN

used to build the first versions were so good, two essential elements are still state-of-the art and unique to MAN Diesel & Turbo in 2015. Isotherm compressor Product Manager Rudi Ter Harkel explains: “Our compressor uses an inline shaft design that combines all process stages on one shaft. The machinery rotates as one unit at a constant speed. This arrangement allows us to use a very solid, heavy rotor that is insusceptible to fouling. Due to this design, the machine keeps run-ning smoothly despite inevitable wear and tear, all of which contributes to a very robust, reliable machine that minimizes downtime and maintenance for end customers.”

the second unIque feature relates to cooling. Air heats up as it is compressed – this is why it is vital to keep it cool in order to maximize efficiency. Other technologies cool the air in separate machinery after the com-pression process. The isotherm innovation was to include the coolers in the same single machine housing. This is efficient, minimizes

Since the launch of the first-generation isothermal compressor in 1915, over 1,400 units have left the MAN works.

1400unIts sold

2/2015

34 35

100 years of isotherm

Air Liquide and its subsidiary Air LiquideChina. For example, the company’s plant in Tianjin (China) supplies oxygen, nitrogen and hydrogen for customers in various industries, and MAN’s RIKT compressors are a key com-ponent in the process. “The RIKT compressors offered us balance and reliability. MAN Diesel & Turbo has also developed a local manufac-turing workshop in Changzhou, which pro-vides us with quicker response and lower cost for future maintenance, in addition to timely support from MAN Diesel & Turbo’s European operations,” says Zhang Zhenyin, General Manager of Air Liquide Yongli.

In ManY cases, the RIKT compressor is in-stalled as the main air compression compo-nent in MAN’s AIRTRAIN air separation trains, with more than 100 worldwide. These trains, featuring steam turbines and booster compressors manufactured by the company in Oberhausen and Berlin, have really set an industrial standard.

As with any large-scale installation of ad-vanced industrial machinery, benefits are sig-

“the rIKt compressors offered us balance and reliability.” Zhang Zhenyin, General Manager of Air Liquide Yongli

the whole compression installation, increases reliability and minimizes pressure losses. Ul-timately, this was a huge step forward for cus-tomers to produce industrial gases in large quantities reliably and inexpensively.

the results can be seen in the remark-able commercial success of MAN’s compres-sor business. Markus Keller, Vice President In-dustrial Gases, comments: “Isotherm com-pressors by MAN stand as a vital proof of our market leadership in compression technolo-gy for air separation. It’s just one of our vari-ous solutions – but with its hundred years history, the current RIKT is a real sales driver for us.”

Today, 75% of the demand for MAN’s RIKT compressors comes from China, often (but not always) driven by the need for oxygen in the coal gasification process – an important contribution to the country’s aim of more en-ergy independency. Significant customers of MAN’s isotherm technology – not only in Chi-na  – include all large air separation compa-nies worldwide. One of them is France-based

nificant but can take time to maximize be-cause of an order-to-operation process that takes up to three years to complete. As Rudi Ter Harkel explains: “The first 12 to 16 months are taken up by the relevant engineering and manufacturing processes. Once the compres-sor has been built, it is shipped to the custom-er and installed – a process that takes several months to complete. The end customer then starts their own commissioning phase, con-necting the compressor to the rest of the ma-chinery required for their specific production process.”

so, When It coMes to the installation of air separation machinery, it’s a case of “Good things take time!” Still, demand isn’t slowing down. Since the launch of the first generation RIKT compressor in 2001, over 200 units have been sold, and order books are nicely filled for the latest second-generation machines, launched at the end of 2014. As a result, the outlook for another 100 years of isothermal compressor manufacturing at MAN Diesel & Turbo is very good indeed.

Air separation in Tianjin: MAN’s isotherm business is going strong.

MAN’s RIKT compressors are key to Air Liquide China’s

industrial gas operations.

first isotherm compressorFirst isotherm compressor VW with π = 8, flow rate 80,000 m³/h, 11 stages in 1 casing, 3 integrated diagonal coolers

1915 Isotherm compressor rZI with π = 7.4, flow rate 3,500 to 30,000 m³/h, 7 stages in 1 casing, 2 flanged vertical coolers

1955rIK radial isotherm compressorRadial Isotherm Kompakt RIK, update of RI design, similar to ARI, For flow rates of 30,000 to 150,000 m³/h, cast casing with 5 impellers, axial inlet, 3 vertical intercoolers of different sizes, increased efficiency

1980 rIKt high-performance isotherm compressorRadial Isotherm Kompakt RIKT, overhung, first-stage impeller for increased efficiency, large frame sizes, welded casing, with 3 to 6 impellers and 2 to 4 intercoolers, flexible, modular concept

2001

Isotherm compressor VWoIsotherm compressor VWO with π = 8.0, 9 stages in 1 casing, 2 × 7 integrated horizontal coolers, 3 bearings

1935“new” isotherm compressorIsotherm compressor VWR/RI 90-5 with π = 7.4, flow rate 25,000 to 200,000 m³/h, 5 stages in 1 cast casing, 2 × 4 integrated coolers, vertically mounted, identical size

1960rIo isotherm oxygen compressorIsotherm compressor RIO,4 to 5 stages in 1 cast casing, 2 × 3 integrated vertical coolers

1987rIKt 2nd generationFurther improved RIKT3 to 6 impellers, 2, 3 or 4 vertical intercoolers, fabricated casing

2014

phot

os: H

auke

Dre

ssle

r (2)

, MA

N (8

)

2/2015

34 35

100 years of isotherm

Air Liquide and its subsidiary Air LiquideChina. For example, the company’s plant in Tianjin (China) supplies oxygen, nitrogen and hydrogen for customers in various industries, and MAN’s RIKT compressors are a key com-ponent in the process. “The RIKT compressors offered us balance and reliability. MAN Diesel & Turbo has also developed a local manufac-turing workshop in Changzhou, which pro-vides us with quicker response and lower cost for future maintenance, in addition to timely support from MAN Diesel & Turbo’s European operations,” says Zhang Zhenyin, General Manager of Air Liquide Yongli.

In ManY cases, the RIKT compressor is in-stalled as the main air compression compo-nent in MAN’s AIRTRAIN air separation trains, with more than 100 worldwide. These trains, featuring steam turbines and booster compressors manufactured by the company in Oberhausen and Berlin, have really set an industrial standard.

As with any large-scale installation of ad-vanced industrial machinery, benefits are sig-

“the rIKt compressors offered us balance and reliability.” Zhang Zhenyin, General Manager of Air Liquide Yongli

the whole compression installation, increases reliability and minimizes pressure losses. Ul-timately, this was a huge step forward for cus-tomers to produce industrial gases in large quantities reliably and inexpensively.

the results can be seen in the remark-able commercial success of MAN’s compres-sor business. Markus Keller, Vice President In-dustrial Gases, comments: “Isotherm com-pressors by MAN stand as a vital proof of our market leadership in compression technolo-gy for air separation. It’s just one of our vari-ous solutions – but with its hundred years history, the current RIKT is a real sales driver for us.”

Today, 75% of the demand for MAN’s RIKT compressors comes from China, often (but not always) driven by the need for oxygen in the coal gasification process – an important contribution to the country’s aim of more en-ergy independency. Significant customers of MAN’s isotherm technology – not only in Chi-na  – include all large air separation compa-nies worldwide. One of them is France-based

nificant but can take time to maximize be-cause of an order-to-operation process that takes up to three years to complete. As Rudi Ter Harkel explains: “The first 12 to 16 months are taken up by the relevant engineering and manufacturing processes. Once the compres-sor has been built, it is shipped to the custom-er and installed – a process that takes several months to complete. The end customer then starts their own commissioning phase, con-necting the compressor to the rest of the ma-chinery required for their specific production process.”

so, When It coMes to the installation of air separation machinery, it’s a case of “Good things take time!” Still, demand isn’t slowing down. Since the launch of the first generation RIKT compressor in 2001, over 200 units have been sold, and order books are nicely filled for the latest second-generation machines, launched at the end of 2014. As a result, the outlook for another 100 years of isothermal compressor manufacturing at MAN Diesel & Turbo is very good indeed.

Air separation in Tianjin: MAN’s isotherm business is going strong.

MAN’s RIKT compressors are key to Air Liquide China’s

industrial gas operations.

first isotherm compressorFirst isotherm compressor VW with π = 8, flow rate 80,000 m³/h, 11 stages in 1 casing, 3 integrated diagonal coolers

1915 Isotherm compressor rZI with π = 7.4, flow rate 3,500 to 30,000 m³/h, 7 stages in 1 casing, 2 flanged vertical coolers

1955rIK radial isotherm compressorRadial Isotherm Kompakt RIK, update of RI design, similar to ARI, For flow rates of 30,000 to 150,000 m³/h, cast casing with 5 impellers, axial inlet, 3 vertical intercoolers of different sizes, increased efficiency

1980 rIKt high-performance isotherm compressorRadial Isotherm Kompakt RIKT, overhung, first-stage impeller for increased efficiency, large frame sizes, welded casing, with 3 to 6 impellers and 2 to 4 intercoolers, flexible, modular concept

2001

Isotherm compressor VWoIsotherm compressor VWO with π = 8.0, 9 stages in 1 casing, 2 × 7 integrated horizontal coolers, 3 bearings

1935“new” isotherm compressorIsotherm compressor VWR/RI 90-5 with π = 7.4, flow rate 25,000 to 200,000 m³/h, 5 stages in 1 cast casing, 2 × 4 integrated coolers, vertically mounted, identical size

1960rIo isotherm oxygen compressorIsotherm compressor RIO,4 to 5 stages in 1 cast casing, 2 × 3 integrated vertical coolers

1987rIKt 2nd generationFurther improved RIKT3 to 6 impellers, 2, 3 or 4 vertical intercoolers, fabricated casing

2014ph

otos

: Hau

ke D

ress

ler (

2), M

AN

(8)

2/2015

36 37

2/2015

36 3736 37

MAN Diesel & Turbo is a sup-plier of compressor trains for air separation units

(ASUs), as shown in the infographic. The demand for air separation solutions is constantly growing – together with the demand for industrial gases, in processes such as gas-to-liquids (GtL) or coal-to-chemicals.

The AIRMAX machinery train concept – an in-dustry-leading solution from MAN Diesel & Turbo – contains an axial/radial main air compressor with highly developed MAX1 blading, featuring higher rotating speeds and higher blade-tip speeds. AIRMAX can handle flows up to 53 million cubic feet/hr (1.5 million m³/hr) or higher, en-abling a single plant to produce up to 8,000 metric tons of oxygen per day.

In one of the latest ASU projects, Air Liquide will use MAN AIRMAX technology to build the world’s largest air separation unit in Secunda, South Africa. With a production capacity of 5,000 tonnes of oxygen per day, the ultra-modern facil-ity pushes technical boundaries. The AIRMAX train, being the heart of the plant, comprises a main air compressor of the largest MAX1 type (AR140), and an RG 71-4 booster compressor. In this project, a 65 MW electric motor drives the main air compressor. This differs from the typical train concept, shown in the infographic, where both compressors are driven by a steam turbine. Once again, this is a proof of the flexible, highly ef-ficient air separation solutions that MAN Diesel & Turbo provides.

MAN Diesel & Turbo supplies leading turbomachinery technology for large air separation plants. With the AIRMAX solution, an air separation plant can produce up to 8,000 metric tons of oxygen per day.

Separation is in the air

Filtered ambient air

Main air compressorAR-MAX1

Higherpressure

Cooling and liquefaction of air (-175°C)

Boosterair compressor

Steam turbine (driver)

Heat exchanger

O² Oxygen

21 %

ArArgon 1 %

NNitrogen

78 %

-183 °C

-186 °C

-196 °C

Nitrogen

Argon

Road transport

Air-separation column

Oxygen pipeline

Oxygen

Cryogenic silos

Rail transport

Nitrogen pipeline

Steelworks industry

AIRMAX Train

Cooler

Low pressure

Illu

stra

tion

: Pet

er D

iehl

2/2015

36 37

2/2015

36 3736 37

MAN Diesel & Turbo is a sup-plier of compressor trains for air separation units

(ASUs), as shown in the infographic. The demand for air separation solutions is constantly growing – together with the demand for industrial gases, in processes such as gas-to-liquids (GtL) or coal-to-chemicals.

The AIRMAX machinery train concept – an in-dustry-leading solution from MAN Diesel & Turbo – contains an axial/radial main air compressor with highly developed MAX1 blading, featuring higher rotating speeds and higher blade-tip speeds. AIRMAX can handle flows up to 53 million cubic feet/hr (1.5 million m³/hr) or higher, en-abling a single plant to produce up to 8,000 metric tons of oxygen per day.

In one of the latest ASU projects, Air Liquide will use MAN AIRMAX technology to build the world’s largest air separation unit in Secunda, South Africa. With a production capacity of 5,000 tonnes of oxygen per day, the ultra-modern facil-ity pushes technical boundaries. The AIRMAX train, being the heart of the plant, comprises a main air compressor of the largest MAX1 type (AR140), and an RG 71-4 booster compressor. In this project, a 65 MW electric motor drives the main air compressor. This differs from the typical train concept, shown in the infographic, where both compressors are driven by a steam turbine. Once again, this is a proof of the flexible, highly ef-ficient air separation solutions that MAN Diesel & Turbo provides.

MAN Diesel & Turbo supplies leading turbomachinery technology for large air separation plants. With the AIRMAX solution, an air separation plant can produce up to 8,000 metric tons of oxygen per day.

Separation is in the air

Filtered ambient air

Main air compressorAR-MAX1

Higherpressure

Cooling and liquefaction of air (-175°C)

Boosterair compressor

Steam turbine (driver)

Heat exchanger

O² Oxygen

21 %

ArArgon 1 %

NNitrogen

78 %

-183 °C

-186 °C

-196 °C

Nitrogen

Argon

Road transport

Air-separation column

Oxygen pipeline

Oxygen

Cryogenic silos

Rail transport

Nitrogen pipeline

Steelworks industry

AIRMAX Train

Cooler

Low pressure

Illu

stra

tion

: Pet

er D

iehl

38

THE ROAD TO DECARBONIZATION

Illu

stra

tion

: Ber

to M

arti

nez

39

2/2015

“We are on a trajectory that will lead to dangerous climate change.”Prof. Dr. Alan McKinnon, Head of Logistics, Kühne Logistics University, Hamburg.

larly the freight sector, will present a formida-ble challenge. Last year, the Deep Pathways Project (DDPP) identified freight as one of the hardest sectors to decarbonize due to the pro-jected increase in global freight movement. So, how, in absolute terms, do we reduce emis-sions from freight transport whilst accommo-dating an ever-increasing demand for goods movement?

TRANSPORT IS RESPONSIBLE for 14% of GHG

emissions, with freight accounting for roughly half this total. According to the DDPP, freight emissions will grow to 16% by 2050 on a busi-ness-as-usual basis. Although many of the lar-ger logist ics compan ies are set t i ng ambitious carbon reduction targets, these are generally expressed on a carbon-intensity basis. Even if they are achieved, strong underlying growth in the volume of freight movement would still cause total freight-related emissions to rise steeply. In the short to medium term, companies can har-vest much of the ‘low hanging fruit’ in logis-tics decarbonization, deploying technical and operational measures which save money as well as cut carbon emissions. In the longer term, more painful measures will be required to stay within global GHG limits. There is no silver bullet for this problem. On the contrary, a broad range of radical measures will be nee-ded to achieve absolute GHG reductions.

IN RECENT YEARS, the "spotlight" has landed on shipping. Ocean-going vessels are respon-sible for around 17% of total global emissions of NOx, leading some academics to describe ocean-going ships as the "last bastion of dirty diesel engines."

The International Maritime Organization (IMO) has responded by establishing future li-mits for SOx and NOx emissions from ships both globally and for particular maritime zones. Many ships burn so called "bunker fuel" rich in sulfur, which is left as a residual frac-tion in the refining process when cleaner "dis-tillate" fuels, mainly petrol and diesel used in surface transport, have been extracted. The IMO now limits the sulfur content in bunker fuel to 4.5% and this maximum will drop to 1.5% by 2020.

THIS IS WELL ILLUSTRATED by the shipping industry. According to the International Mari-time Organisation, its share of global GHG emissions actually fell from 2.6% in 2008 to 2.1% in 2012. This should not be taken as grounds for complacency, however, because the IMO is projecting that total GHG emissi-ons from ships could increase on a business-as-usual basis by between 50% and 250% by 2050. Governments will naturally be reluctant to curb the growth in international trade which is the main driver of maritime freight volumes. So the pressure is on to reduce the carbon intensity of freight movement by sea. New vessels will have to meet steadily rising Energy Efficiency Design Index (EEDI) stan-dards, though as ships typically have a life-span of several decades, this is essentially a long-term measure. The concentration of car-rying capacity in larger vessels, particularly in the deep-sea container sector, also cuts emis-sions per tonne-km, so long as high levels of utilisation are achieved.

Novel hull designs and alternative power sources will further depress the carbon inten-sity of future vessels. For example, using LNG to fuel ships reduces CO2 emissions by 20-25%, though any slip of methane needs to be avoi-ded to maintain this advantage.

One of the most effective carbon-reducing measures in logistics in recent years has been the slow-steaming of ships. Although motiva-ted by commercial rather than environmental concerns, this practice cut CO2 emissions from container shipping by over 10% between 2008 and 2010. Contrary to expectations, most large shippers have been able to accom-modate significant increases in deep-sea tran-sit times within their global supply chains. This has effectively reduced the carbon inten-sity of the international trading system with

The logistics sector is under pressure to cut CO2 emis-sions. While plenty has al-ready been achieved, the road to decarbonization re-mains long and steep, says Prof. Dr. Alan McKinnon, one of the industry’s leading au-thorities on decarbonization.

In the coming decades, companies will be put under increasing pressure to decarbonize their activities. The UN COP21 climate change conference, taking place later this year in Paris, aims to achieve international agreement on global decarbonization – but there are alrea-dy concerns that the targets are unrealistic. Par-ticipating countries have indicated the level of savings in CO2 emissions they can achieve by 2050. When combined and factored into climate models, the figures show a global temperature increase of 2.7 degrees centigrade, well above the 2 degrees centigrade figure generally consi-dered to be the safe limit.

To achieve it, greenhouse gas (GHG) emissi-ons need to drop 60% worldwide by 2050

relative to a 1990 base year. The European Commission is aiming for an 80% - 95%

reduction for the EU economy as a whole, and a 60% reduction for trans-port. The target for transport, particu-

minimal disruption, though marginal increa-ses in in-transit inventory costs. Slow-stea-ming sets an example to other transport mo-des and suggests that wider deceleration of freight movement may offer a cost-effective means of decarbonizing logistics. In a low car-bon world, companies may have to rebalance logistical cost trade-offs between inventory, ware-housing and transport in an effort to mi-nimise fossil-fuel consumption across the whole supply chain. They will also take more account of the environmental performance of transport operations in their carrier choice. Although data currently exists to benchmark the carbon intensity of container shipping li-nes and trucking companies, the purchase of transport services is still dominated by com-mercial and service-quality criteria.

Overall, it is doubtful if the changes to lo-gistical practices required for deep decarboni-zation will occur voluntarily. Governments have to take a more active role in promoting change through a combination of regulatory and fiscal measures. There is much discussion around whether this will be through the inclu-sion of freight transport in emission trading schemes or the imposition of carbon taxation and / or regulation. Many companies would prefer the taxation option because it is more certain; long-term investment decisions are harder to make when the price of carbon fluc-tuates widely in an emissions trading market. Governments can use incentives, such as lo-wer taxes on biofuels, to encourage a gradual switch. Investing in infrastructures, such as battery recharging and biogas refueling net-works, is yet another option. In short, govern-ments are major stakeholders in logistics de-carbonization.

THE WORST CASE SCENARIO for the future is business-as-usual. The best case is fully meeting our carbon targets. I suspect that by 2050 reality will lie somewhere between these two visions. At both a global level and within the logistics sector we are on a trajecto-ry that will lead to dangerous climate change. The longer it takes us to get onto the right car-bon pathway, the harder it will become. The road to logistics decarbonization is likely to be long and steep.

38

THE ROAD TO DECARBONIZATION

Illu

stra

tion

: Ber

to M

arti

nez

39

2/2015

“We are on a trajectory that will lead to dangerous climate change.”Prof. Dr. Alan McKinnon, Head of Logistics, Kühne Logistics University, Hamburg.

larly the freight sector, will present a formida-ble challenge. Last year, the Deep Pathways Project (DDPP) identified freight as one of the hardest sectors to decarbonize due to the pro-jected increase in global freight movement. So, how, in absolute terms, do we reduce emis-sions from freight transport whilst accommo-dating an ever-increasing demand for goods movement?

TRANSPORT IS RESPONSIBLE for 14% of GHG

emissions, with freight accounting for roughly half this total. According to the DDPP, freight emissions will grow to 16% by 2050 on a busi-ness-as-usual basis. Although many of the lar-ger logist ics compan ies are set t i ng ambitious carbon reduction targets, these are generally expressed on a carbon-intensity basis. Even if they are achieved, strong underlying growth in the volume of freight movement would still cause total freight-related emissions to rise steeply. In the short to medium term, companies can har-vest much of the ‘low hanging fruit’ in logis-tics decarbonization, deploying technical and operational measures which save money as well as cut carbon emissions. In the longer term, more painful measures will be required to stay within global GHG limits. There is no silver bullet for this problem. On the contrary, a broad range of radical measures will be nee-ded to achieve absolute GHG reductions.

IN RECENT YEARS, the "spotlight" has landed on shipping. Ocean-going vessels are respon-sible for around 17% of total global emissions of NOx, leading some academics to describe ocean-going ships as the "last bastion of dirty diesel engines."

The International Maritime Organization (IMO) has responded by establishing future li-mits for SOx and NOx emissions from ships both globally and for particular maritime zones. Many ships burn so called "bunker fuel" rich in sulfur, which is left as a residual frac-tion in the refining process when cleaner "dis-tillate" fuels, mainly petrol and diesel used in surface transport, have been extracted. The IMO now limits the sulfur content in bunker fuel to 4.5% and this maximum will drop to 1.5% by 2020.

THIS IS WELL ILLUSTRATED by the shipping industry. According to the International Mari-time Organisation, its share of global GHG emissions actually fell from 2.6% in 2008 to 2.1% in 2012. This should not be taken as grounds for complacency, however, because the IMO is projecting that total GHG emissi-ons from ships could increase on a business-as-usual basis by between 50% and 250% by 2050. Governments will naturally be reluctant to curb the growth in international trade which is the main driver of maritime freight volumes. So the pressure is on to reduce the carbon intensity of freight movement by sea. New vessels will have to meet steadily rising Energy Efficiency Design Index (EEDI) stan-dards, though as ships typically have a life-span of several decades, this is essentially a long-term measure. The concentration of car-rying capacity in larger vessels, particularly in the deep-sea container sector, also cuts emis-sions per tonne-km, so long as high levels of utilisation are achieved.

Novel hull designs and alternative power sources will further depress the carbon inten-sity of future vessels. For example, using LNG to fuel ships reduces CO2 emissions by 20-25%, though any slip of methane needs to be avoi-ded to maintain this advantage.

One of the most effective carbon-reducing measures in logistics in recent years has been the slow-steaming of ships. Although motiva-ted by commercial rather than environmental concerns, this practice cut CO2 emissions from container shipping by over 10% between 2008 and 2010. Contrary to expectations, most large shippers have been able to accom-modate significant increases in deep-sea tran-sit times within their global supply chains. This has effectively reduced the carbon inten-sity of the international trading system with

The logistics sector is under pressure to cut CO2 emis-sions. While plenty has al-ready been achieved, the road to decarbonization re-mains long and steep, says Prof. Dr. Alan McKinnon, one of the industry’s leading au-thorities on decarbonization.

In the coming decades, companies will be put under increasing pressure to decarbonize their activities. The UN COP21 climate change conference, taking place later this year in Paris, aims to achieve international agreement on global decarbonization – but there are alrea-dy concerns that the targets are unrealistic. Par-ticipating countries have indicated the level of savings in CO2 emissions they can achieve by 2050. When combined and factored into climate models, the figures show a global temperature increase of 2.7 degrees centigrade, well above the 2 degrees centigrade figure generally consi-dered to be the safe limit.

To achieve it, greenhouse gas (GHG) emissi-ons need to drop 60% worldwide by 2050

relative to a 1990 base year. The European Commission is aiming for an 80% - 95%

reduction for the EU economy as a whole, and a 60% reduction for trans-port. The target for transport, particu-

minimal disruption, though marginal increa-ses in in-transit inventory costs. Slow-stea-ming sets an example to other transport mo-des and suggests that wider deceleration of freight movement may offer a cost-effective means of decarbonizing logistics. In a low car-bon world, companies may have to rebalance logistical cost trade-offs between inventory, ware-housing and transport in an effort to mi-nimise fossil-fuel consumption across the whole supply chain. They will also take more account of the environmental performance of transport operations in their carrier choice. Although data currently exists to benchmark the carbon intensity of container shipping li-nes and trucking companies, the purchase of transport services is still dominated by com-mercial and service-quality criteria.

Overall, it is doubtful if the changes to lo-gistical practices required for deep decarboni-zation will occur voluntarily. Governments have to take a more active role in promoting change through a combination of regulatory and fiscal measures. There is much discussion around whether this will be through the inclu-sion of freight transport in emission trading schemes or the imposition of carbon taxation and / or regulation. Many companies would prefer the taxation option because it is more certain; long-term investment decisions are harder to make when the price of carbon fluc-tuates widely in an emissions trading market. Governments can use incentives, such as lo-wer taxes on biofuels, to encourage a gradual switch. Investing in infrastructures, such as battery recharging and biogas refueling net-works, is yet another option. In short, govern-ments are major stakeholders in logistics de-carbonization.

THE WORST CASE SCENARIO for the future is business-as-usual. The best case is fully meeting our carbon targets. I suspect that by 2050 reality will lie somewhere between these two visions. At both a global level and within the logistics sector we are on a trajecto-ry that will lead to dangerous climate change. The longer it takes us to get onto the right car-bon pathway, the harder it will become. The road to logistics decarbonization is likely to be long and steep.

40

phot

os: M

AN

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MAINTENANCE UNDER ARID CONDITIONS: MAN Diesel & Turbo has concluded a contract with the United Cement Industrial Company (UCIC) for operation and mainte-nance of a new power plant in Saudi Arabia. The con-tract has a five-year term and includes the option of an extension for another five years. “This is a significant project for us,” says Wayne Jones, Senior Vice President of MAN Diesel & Turbo and head of MAN’s specialized service organization PrimeServ Diesel. “This is our first comprehensive O&M contract in the expanding power plant market of Saudi Arabia and we are grateful for the high level of trust our customer UCIC shows towards us.” MAN Diesel & Turbo is also responsible for building the 54 MW power plant near Jeddah, where five MAN 20V32/44 CR diesel engines provide electric energy for the new UCIC cement plant. Completion of the power plant is scheduled for February 2016.

Record-breaking orderTHE INDIAN COMPANY NIRMA LTD. has placed

an order for a very particular solution: the SKUEL 816, or the world’s largest screw com-pressor. Nirma Ltd. is a leading manufacturer of detergents and cleaning products, serving more than 300 million consumers worldwide. The company already has four SKUEL 643 units in use, and has now again chosen MAN Diesel

& Turbo to help expand its operations. The SKUEL 816 is to be used for soda production, in which oil-free screw compressors are ideal due to their robust nature and ability to withstand corrosive and dust-laden gases. To date 19 com-pressors for soda production have been installed in India in the last 30 years – 17 of which were supplied by MAN Diesel & Turbo.

Servicing in the desert

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more than 300 million consumers worldwide. The company already has four SKUEL 643 units in use, and has now again chosen MAN Diesel

pressors for soda production have been installed in India in the last 30 years – 17 of which were supplied by MAN Diesel & Turbo.

Stronger together

MAN DIESEL & TURBO, Wärt-silä, and Winterthur Gas & Diesel have launched a new cross-indus-try initiative to develop basic technologies for use in two- and four-stroke marine engines. The aptly named “Hercules-2” project will involve 32 marine industry partners from 11 different com-panies, 16 universities, and five research organizations, with NTU Athens as coordinator. The proj-ect is scheduled to run for three year and represents the follow-up phase of the Hercules R&D pro-gram for large engine technolo-gies, which was originally con-ceived in 2004 by MAN Diesel & Turbo and Wärtsilä.

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Facts & Figures

the sea, MAN Diesel & Turbo has provided the world’s first subsea compressor for a major oil and gas customer, to extract hydrocarbons like natural gas. For this challenging task, this cutting edge compressor can withstand really harsh conditions, enabling the production of additional 300 million barrels of oil equivalent. This makes subsea production more efficient and more reliable, and additionally reduces the risk of adverse environmen-tal impact.

meters under300

Installation of the subsea MAN compressor module on the Åsgard gas field off the coast of Norway

Powering Africa

Rapidly growing demand

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Power

Marine Engines & Systems Power Plants Turbomachinery After Sales

MAN Diesel & Turbo is a major driver of global commerce and energy production. Our highly effi cient transportation and energy solutions deliver reliable shipping and sustainable power worldwide. And with our extensive and ever-expanding service network, we’re ready to meet your after-sales needs wherever you are in the world. On water or on land, MAN Diesel & Turbo is your ideal partner for power that sets the world in motion. Find out more at: www.mandieselturbo.com

megawatts of power and heat are generated at MAN plants

34.000+of global trade is powered by MAN marine engines

50%locations make up our global service network

120+

What Really Drives Us? The power to set the world in motion