July-August 2014www.dieselgasturbine.com

WW_JulyAugCover.indd 1 7/14/14 11:26 AM

YOU CAN RELY ON OUR KNOWLEDGEWhether it's kilowatts or megawatts; prime or standby power; combined cooling; heat andpower; peak shaving or auxiliary power, Enercon Engineering's custom designed andmanufactured power systems, controls, switchgear, cogeneration, and gen-set packages &enclosures can meet and exceed the toughest requirements and exact specifications.

T H E E N E R C O N C A P A B I L I T Y

MIDWESTERN UNIVERSITYSTANDBY EMERGENCY POWER

ENGINES: Four 2,250 kW engines • Diesel Fuel • Horizontal Radiator

GENERATORS: 9 MW total power • 12,470 volts

CONTROLS & SWITCHGEAR: Touch screen controls • NEMA 1 automatic paralleling medium voltage switchgear • 3 phase, 3 wire 1,200 amp main bus • SCADA monitoring system

EASTERN HIGH SCHOOLMICROTURBINE COGENERATION

MICROTURBINES: • Four 60 kW microturbines, continuous run • Natural gas fuel • Efficiencies of 57% to 80%

CHP: • 240 kW power output • Absorption chiller output of 120RT • 1,100 MBH hot water heating• Backup power capability • Three 252” long, 102”wide, 8” high microturbine skid bases

PACKAGE: 5 kVA 480/240V ac stepdown transformer • 800A distribution switchboard with 8-125A circuit breakers • 8-125A NEMA 3 non-fusible disconnect switches • Prepiped power/control conduits

CUSTOM SWITCHGEAR • CONTROL SYSTEMS • PACKAGING • POWER MODULES • ENCLOSURES • COGENERATION

1.800.218.8831 • WWW.ENERCON-ENG.COM

Enercon_JA14_WW.indd 1 7/10/14 3:29 PM

GE Marine, a business unit of GE Aviation

GE Marine

The LM family of engines from GE Marine has been powering navies and commercial ships around the world for decades. Today, we offer

a full range of power from the 4,470 kW LM500 to the 42,750 kW LM6000. So no matter what it is you’re moving, we’ve got you covered.

Learn more at GE.COM/MARINE

YOU’VE GOT A SHIP.WE’VE GOT THE PROPULSION SYSTEM.

73799_dgtww_marine_lm_ship.indd 1 2/20/13 1:58 PM

Visit GE Marine during SMM at Stand #A4.307

GE_Marine_May13_WW.indd 1 6/17/14 1:51 PM

DIESEL & GAS TURBINE PUBLICATIONSPresident & CEO ....................Michael J. OsengaExecutive Vice President ...Michael J. Brezonick

Editor & Publisher ...........................Brent HaightManaging Editor .............................Mike RhodesExecutive Editor ...................................DJ SlaterRegional Manager/Editor ...............Ian CameronRegional Manager/Editor ..........Roberto ChelliniRegional Manager/Editor ........... Roberta PrandiField Editor/Business Manager .... Bo SvenssonSenior Editor ..............................Joseph M. KaneSenior Editor ................................... Patrick CrowAssociate Editor ................................Jack BurkeAssociate Editor .............................Chad ElmoreCopy Editor ................................ Jerry Karpowicz

Digital Content Manager .......... Catrina Boettner

Advertising Manager ........................Sarah YildizCirculation Manager ...................... Sheila LizdasProduction Manager ............... Marisa J. RobertsGraphic Artist ........................Brenda L. BurbachGraphic Artist .............................Carla D. LemkeGraphic Artist ...........................Amanda J. RyanGraphic Artist ................................Alyssa Loope

PUBLICATION HEADQUARTERS20855 Watertown Road, Suite 220

Waukesha, Wisconsin 53186-1873, U.S.A.Telephone: +1 262-754-4100 Telefax: +1 262-754-4175

HOUSTON, U.S.A.Brent Haight, Editor & PublisherMike Rhodes, Managing Editor 12777 Jones Road, Suite 225Houston, Texas 77070, U.S.A.

Telephone: +1 281-890-5310 Telefax: +1 281-890-4805

GERMANYLisa Hochkofler, Advertising Manager Gabriele Dinsel, Advertising Manager

Niemöllerstr. 9 73760 Ostfildern, Germany

Telephone: +49 711 3416 74 0 Telefax: +49 711 3416 74 74

UNITED KINGDOMIan Cameron, Regional Manager/Editor Linda Cameron, Advertising Manager

40 Premier Avenue, AshbourneDerbyshire, DE6 1LH, United Kingdom

Telephone: +44 20 31 79 29 79 Telefax: +44 20 31 79 29 70

ITALYRoberto Chellini, Regional Manager/Editor

44, Via Delle Forbici I-50133 Firenze, Italy

Telephone: +39 055 50 59 861 Telefax: +39 055 57 11 55

Roberta Prandi, Regional Manager/EditorVia Fitta, 21A

I-38062 Arco, ItalyTelephone: +39 0464 014421 Telefax: +39 0464 244529

SWEDENBo Svensson, Field Editor/Business Manager

Dunderbacksvagen 20 612-46 Finspong, Sweden

Telephone: +46 70 2405369 Telefax: +46 122 14787

JAPANAkiyoshi Ojima, Branch Manager

51-16-301 Honmoku Sannotani, Naka-kuYokohama, 231-0824 Japan

Telephone: +81 45 624 3502 Telefax: +81 45 624 3503

CHINAS.H. Mok, Branch Manager

Rm 1903A, 19/F, Sunbeam Commercial Building 469-471 Nathan RoadKowloon, Hong Kong

Telephone: +852 31187930 Telefax: +852 23321565

KOREAMyung-Shin Lee, Sales Manager

191-1, Pyungchang-dong, Chongno-kuSeoul, Korea 100-648

Telephone: +82 2 391 4254 Telefax: +82 2 391 4255

Reprints of all articles published inDiesel & Gas Turbine Worldwide are available.

Please address inquiries to:mgraesing@dieselpub.com

Tel: +1 262-754-4147 • Telefax: +1 262-754-4177

A Member of the Diesel & Gas Turbine Publications Group

2 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Results of the 2014 Marine Propulsion Order Survey (page 38) bring welcomed relief for an industry that has experienced several years of decline.

Myriad reasons have caused a slowdown in the global shipbuilding market — economic troubles, overcapacity issues, political challenges. While 2013’s increase in orders is seen as a much-needed beacon of hope for an industry struggling to stay afloat (pun intended), analysts are quick to point out, “… a return to the peaks of several years ago is not expected as the order portfolio is still only half of what it was in the top year of 2008.”

Question: Is anyone really expecting “a return to the peaks of several years ago” anytime soon?

Mergers and acquisitions have changed the shipbuilding landscape for good. The challenges companies faced while struggling to stay in business have redefined operational structures, manufacturing practices and business models around the globe.

The reality is we may never reach the “peaks of several years ago” again.Looking at the industry pre-market crash and post-market crash, little is the same.

There are new rules, new benchmarks, new peaks.While the order portfolio may only be half of what it was in 2008, it’s better than

it has been for years. Growth, any growth, for any industry that has been in decline for so long is welcomed news, and mid-year reports from major shipyards around the globe forecast the growth to continue well into 2015. A

HaigHt Notes

A Glimmer Of Hope

Brent Haightbhaight@dieselpub.com

0

5000

10000

15000

20000

25000

2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Marine Propulsion Order Survey10-Year Comparison

(All Reported Driver Types)

WW885.indd 1 7/17/14 9:16 AM

Follow dgtww on:

Global ReachConsistent Readership

www.dieselgasturbine.com

July-August 2014www.dieselgasturbine.com

WW_JulyAugCover.indd 1 7/14/14 11:26 AM

MEMBER OF BPA WORLDWIDE®

DIESEL & GAS TURBINE WORLD WIDE (ISSN 0278-5994) Volume 46, No. 6 — Published monthly except, Jan/Feb & July/Aug issues combined, by Diesel & Gas Turbine Pub lications, 20855 Water town Road, Waukesha, WI 53186-1873 U.S.A. Subscription rates are $85.00 per year/$10.00 per copy worldwide. Periodicals postage paid at Waukesha, WI 53186 and at additional mailing offices. Copyright © 2014 Diesel & Gas Turbine Publications. All Rights Reserved. Materials protected by U.S. and interna-tional copyright laws and treaties. Unauthorized duplication and publication is expressly prohibited. Canadian Publication Mail Agreement # 40035419. Return Undeliverable Canadian Addresses to: P.O. Box 456, Niagara Falls, ON L2E 6V2, Canada. E-mail: slizdas@dieselpub.com. POSTMASTER: Send address changes to: Circulation Man ager, Diesel & Gas Turbine Worldwide, 20855 Watertown Road, Suite 220, Waukesha, WI 53186-1873 U.S.A.

PRINTED IN THE U.S.A.

Diesel & Gas Turbine Worldwide Ju ly -Augus t 2014 3

NEXT-GENERATION MARINE PROPULSIONDistributing Electric Propulsion Power ..................................................................6

MAN Truck & Bus Extends Marine Range ...........................................................14

Advanced CO2 Exhaust Heat Recovery For Tomorrow’s Energy-Efficient Ships ......28

Breaking The Ice ...................................................................................................32

Cooperating To Overcome Winter’s Grip ............................................................34

LNG To Cruise Into Bigger Markets ....................................................................42

Hybrid Propulsion System ...................................................................................54

POWER GENERATIONComplete Plant Control System ...........................................................................10

OPRA Sings About New Turbine ..........................................................................12

J920 FleXtra Gas Engine For 60 Hz Segment .......................................................18

EMISSIONS WORLDVIEWA Path For Emissions Compliance .......................................................................16

Here Comes IMO Tier 3 .......................................................................................46

FILTRATION SYSTEMSNordic’s New Filtration Media .............................................................................23

PIPING, VALVES & FITTINGSDirect Torque Measurement .................................................................................26

High-Speed Coupling ...........................................................................................36

ADVANCEMENTS IN MATERIAL TECHNOLOGYMorgan Casts Its Net ............................................................................................24

High-Duty Materials For Modern Engines ............................................................52

MARINE PROPULSION ORDER SURVEYIncreased Orders In 2013 .....................................................................................38

INDUSTRY NEWSFlip Of The Switch ...............................................................................................56

Features

Contents

Haight Notes ...........................................................................................................2PMO Report ............................................................................................................4Dateline ..................................................................................................................8Industry Drivers ...................................................................................................11Newsmakers .........................................................................................................50Featured Products ................................................................................................55Literature Library .................................................................................................57Advertisers’ Index ................................................................................................58Marketplace ..........................................................................................................59World Viewpoint ..................................................................................................60

Departments

Cov

er d

esig

ned

by A

lyss

a Lo

ope

July-august2014

On The Cover: Distributing electric propulsion power is part of this month’s Next-Generation Marine Propulsion coverage, which begins on page 6.

WW JulyAug TOC.indd 1 7/17/14 3:41 PM

CAPSTONE• Capstone will supply a further 50 Capstone C65 (65

kW) microturbines for multiple oil and gas customers in the U.S. for use in the Eagle Ford, Permian, San Juan and Wattenberg shale plays.

CATERPILLAR• Caterpillar will supply two 3512C engines, each pro-

viding 1765 kW of main power at 1800 r/min; two MTA 523FP azimuth thrusters; and two Cat C9 engines for aux-iliary power for a 55T ASD tug newbuild by Remolcadores Marracoi SL.

• Caterpillar will supply three 3512C land electric-drive drilling modules with dynamic gas blending (DGB) to power each of 12 to 14 new Citadel Drilling Ltd. AC Triple drilling rigs over the course of the next five to six years.

• Caterpillar will supply its 3512C engines with DGB each providing 1864 kW at 1900 r/min, for well stimu-lation for 20 trailers manufactured by Tycrop Mfg. Ltd.

• Caterpillar will supply four Cat 9 M 32 C propulsion engines rated at 4500 bkW at 600 r/min; three Cat C32 aux-iliary generator sets rated at 940 ekW at 1800 r/min; and one Cat C9 generator set to provide emergency power for each of four ocean-going towing vessels for Teekay Offshore.

GE• GE will supply Chinese drill rig manufacturer Hong-

Hua Group with its Waukesha VHP gas engines to power drill rigs used in new China shale gas projects.

• GE will supply four 34 MW LM2500+G4 turbines to generate power for the Cidade de Caraguatatuba floating production, storage and offloading unit off the coast of Brazil.

• GE will supply Australia Pacific LNG with 19 Jenbacher J620 gas engines to provide on-site power at two coal seam gas processing facilities in rural Queensland, Australia.

• GE will supply four LM6000-PF dual-fuel aeroderiva-tive gas turbines, each providing approximately 44.5 MW of power, to EPC contractor Jacobsen Elektro AS for a new power plant in Kinyerezi, Tanzania.

• GE will supply six natural gas-fueled Jenbacher J920 FleXtra gas engines for the 60 Hz market — the first power project for the units in North America — to in-dependent power producer Sky Global Partners LLC of Houston, Texas, U.S.A.

MAN• MAN will supply two 8L27/38 engines, each de-

veloping 2670 kW at 800 r/min, to Zamakona Yards for the construction of the Haifa, a Voith Schneider tugboat that will aid in operations with Israel’s Haifa Port authority.

• MAN will supply Spanish contractor Acciona with a 47.88 MW 12K80MC-S9 engine for the extension of a diesel power plant at La Paz, Baja California Sur, Mexico.

MTU• MTU will supply thirteen 700 kW PowerPacks,

each driven by a 12-cylinder MTU 12V 1600 R80L die-sel engine, to SBB Swiss Federal Railways for infrastruc-ture maintenance vehicles in the Gotthard and Ceneri Base Tunnels.

SIEMENS• Siemens will supply four industrial steam tur-

bines of the company’s enhanced platform design: one (12 MW) to a fertilizer factory in Indonesia’s East Java province; two (61 MW each) to generate electric pow-er from biomass in Pakistan; and one to be installed in Germany.

• Siemens will supply a turbine island, consisting of an SST5-6000 steam turbine, an SGen-3000W genera-tor, an SCon-7000 condenser and auxiliary equipment, to the Jaworzno 3 steam power plant in Poland.

• Siemens will supply four cogeneration units, each anchored by an SGT5-8000H gas turbine, to Malaysia’s state-owned petroleum corporation, Petronas, for the turnkey construction of the Pengerang cogeneration plant in Malaysia.

WÄRTSILÄ• Wärtsilä will supply six Wärtsilä 50DF dual-fuel main

engines, six Wärtsilä 20DF auxiliary gen-sets (two per vessel, respectively), the gearboxes and integrated LNG fuel supply systems to Evergas for three new 27 000 m3

LNG/multigas carriers.• Wärtsilä will supply one eight-cylinder Wärtsilä

20DF; two nine-cylinder Wärtsilä 34DF; and two 12- cylinder Wärtsilä 34DF engines for a new LNG-fueled ice-breaker being built by Arctech Helsinki Shipyard for the Finnish Transport Agency.

• Wärtsilä will supply five 20-cylinder Wärtsilä 32TS engines — a new two-stage turbocharged version of the Wärtsilä 32 series — to the Umm Al-Qura Ce-ment Co. for a 47 MW captive power plant located in Saudi Arabia.

• Wärtsilä will supply eight six-cylinder inline Wärtsilä 32 generating sets to Siem Offshore A/S from Norway for two 158 m well intervention vessels. A

4 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

PMO RePORt

Additional information on these Prime Mover Orders is available at www.dieselgasturbine.com

WW878.indd 1 7/17/14 3:42 PM

The Future is ClearME-GI dual fuel done right

MAN B&W MC/MC-C Engines MAN B&W ME/ME-C/ME-B Engines MAN B&W ME-GI/ME-C-GI/ME-B-GI Engines

The new ME-GI generation of MAN B&W two-stroke dual fuel ‘gas injection’ engines are characterised by clean and efficient gas combustion control with no gas slip. The fuel flexibility and the inherent reliability of the two-stroke design ensure good longterm operational economy. Find out more at www.mandieselturbo.com

MANdiesel_JA14_WW.indd 1 6/11/14 11:53 AM

Offshore supply and support ves-sels, ferries, yachts, tug boats and other smaller ships often use elec-trical propulsion systems with low-voltage onboard circuits. In the tra-ditional multiple-direct current (dc), connec tions are made to thrusters and propulsion drives from an alter-nating current (ac) circuit connected to diesel generator sets.

This requires the use of drive trans-formers and main switchboards. This ac/dc conversion process can account for more than 80% of the electrical power consumption, so it’s an obvi-ous target for efficiency improve-ments that can reduce fuel consump-tion and related emissions.

ABB has developed the Onboard DC Grid, which distributes power through a single dc circuit from generators to

engines in gen-sets is also reduced, ABB said.

By eliminating the need for bulky transformers and switchboards, the footprint and weight of the electrical system can be reduced by up to 30%, leaving more space on the vessels for passengers or cargo and providing greater flexibility in the positioning of system components in the vessel.

ABB said that because dc power is used, the vessel is primed to maxi-mize energy savings opportunities and emissions reductions from supple-mentary dc energy sources such as so-lar panels, fuel cells or batteries. These can be connected directly to the ship’s Onboard DC Grid, ABB said.

The first application of the Onboard DC Grid system was on Myklebust-haug Offshore’s platform supply vessel, the Dina Star. The 93 m, 4536 tonne multipurpose oil field supply and con-struction vessel was constructed in Norway and delivered in early 2013.

The Dina Star is powered by four 2350 kW V-16 Cat 3516 diesel gen-sets in combination with a single 969 kW V-12 Cat C32 diesel gen-set — normally used harbor operations or for emergencies — in a variable-speed application. The main propel-lers are two 2350 kW Rolls-Royce Azipuli units comprising two 925 kW Rolls-Royce bow thrusters and an 880 kW swing-up thruster.

ABB recently released third-party testing results showing that its On-board DC Grid helps vessels reduce fuel consumption, cut noise and trim environmental impact. The measure-ments and tests, conducted by Pon Power in collaboration with ABB, identified reduction of specific fuel oil consumption of up to 27%. The tests also measured fuel consump-tion in dynamic positioning opera-tions during challenging weather conditions, logging a fuel savings of 14%. Pon Power and ABB also measured the Onboard DC Grid’s effect on engine room noise levels, showing a 30% noise reduction that contributed to improved working conditions aboard the vessel, the company said. A

A layout of the ABB Onboard DC Grid, which distributes power through a single dc circuit from

generators to main propulsion units.

main propulsion units. Direct current is transmitted using bus ducts of ep-oxy, cast groups of copper or alumi-num bars. This reduces energy losses, providing significant power savings while improving the safety and redun-dancy compared with traditional ac systems, the company said.

Most importantly, ABB said its On-board DC Grid system allows engines to operate at variable speeds for opti-mum fuel consumption at each load level rather than at a constant speed. This can result in significantly less fuel consumption and emissions. The company said the system also allows for improved dynamic response of the engines for greater maneuverability.

Dynamic positioning operations, where computers automatically main-tain a vessel’s position and heading, account for a considerable portion of a typical offshore vessel’s opera-tional profile. Maintenance of diesel

6 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Next-GeNeratioN MariNe ProPulsioN by bill siuru, phd, pe

Distributing Electric Propulsion PowerABB Onboard DC Grid allows variable engine speed; smaller electrical system footprint, weight

Bill Siuru, PhD, PE, is a technical journalist based in Banning, California, U.S.A.

WW880.indd 1 7/16/14 10:35 AM

HitachiNico_JA14_WW.indd 1 5/6/14 10:35 AM

“FAN LAWS”

Because ...

have nothing to do with spectator rules-of-conduct at sporting events.

Paperback, 204 pages US$24.95

The Illustrated Dictionary Of Essential Process Machinery Terms

Why struggle through useless Internet search results for technical terms?

Order your copy today:http://storefront.dieselpub.com

1.800.558.4322

FanLaws.indd 1 6/9/14 8:26 AM

Dateline follow dgtww on

* Boldface indicates shows and conferences in which Diesel & Gas Turbine Worldwide is participating. A more complete listing of trade shows is available at www.dieselgasturbine.com

follow dgtww on

SeptemBer*Sept. 9-12 – SMM Hamburg Hamburg, Germany Tel: +49 40 3569 2147Web: smm-hamburg.com

*Sept. 10-12 – Power-Gen Asia Kuala Lumpur, Malaysia Tel: +44 1992 656 634Web: www.powergenasia.com

*Sept. 22-25 – Turbomachinery Symposium, Houston, Texas, U.S.A. Tel: +1 (979) 845-7417Web: http://turbolab.tamu.edu

*Sept. 23-26 – InnoTrans 2014 Messe Berlin, Berlin, GermanyTel: +49 30 30 38 2376Web: www.innotrans.de

octoBerOct. 1-3 – Transtec 2014St. Petersburg, RussiaTel: +44 1449 741801Web: http://neva.transtec-neva.com

Oct. 1-3 – World Energy Engineering Congress, Washington, D.C., U.S.A.

Tel: +1 (770) 271-7869Web: www.energycongress.com

Oct. 6-10 – 11th International Rotor Dynamics Seminar, Cologne, GermanyTel: +49 2267 6585-0Web: www.arla-online.com

*Oct. 7-9 – HHP Summit 2014New Orleans, Louisiana, U.S.A.Tel: +1 (888) 993-0302Web: www.hhpsummit.com

Oct. 12-14 – Power-Gen Middle East Abu Dhabi, United Arab EmiratesTel: +44 1992 656 610Web: www.power-gen-middleeast.com Oct. 21-23 – Power-Gen Brasil São Paulo, BrazilTel: +1 (918) 832-9305Web: www.powergenbrasil.com Oct. 21-24 – Shiptec China 2014 Dalian, ChinaTel: + 86 411 3991 6904Web: www.shiptec.com.cn

*Oct. 22-24 – EP Shanghai 2014Shanghai, China Tel: +86 10 5129 3366Web: www.epchinashow.com

Oct. 22-24 – SNAME Houston, Texas, U.S.A.Tel: +1 (703) 997-6701Web: www.sname.org

novemBerNov. 24-25 – Plant Maintenance in the Middle East Abu Dhabi, United Arab EmiratesTel: +44 207 384 7983Web: www.wraconferences.com

decemBer* Dec. 3-5 – International Workboat Show, New Orleans, Louisiana, U.S.A.Tel: +1 (207) 842-5442Web: www.workboatshow.com

* Dec. 9-11 – Power-Gen International Orlando, Florida, U.S.A.Tel: +1 (918) 831-9160Web: www.power-gen.com

WW_JulyAug_Dateline.indd 1 7/17/14 3:46 PM

Hytorc_JA14_WW.indd 1 7/14/14 12:34 PM

follow dgtww on

Tel: +90 216 425 63 00Web: www.europort-istanbul.com/eng

*March 15-18 – Western Turbine Users Group Long Beach, California, U.S.A.Tel: +1 (513) 604-8018Web: www.wtui.com

March 17-18 – GlobalConPhiladelphia, Pennsylvania, U.S.A.Tel: +1 (770) 279-4392Web: www.globalconevent.com

March 23-25 – Shipping 2015 Stamford, Connecticut, U.S.A.Tel: (203) 406-0109 x 3717Web: www.shipping2015.com

March 24-25 – Power & Electricity World Africa Johannesburg, South AfricaTel: +27 11 516 4015Web: www.terrapinn.com/exhibition/power-electricity-world-africa/index.stm

March 25-27 – OMC 2015 Ravenna, ItalyTel: +39 0544 219418Web: www.omc.it

March 26-28 – China International Offshore Oil & Gas Exhibition, Beijing, ChinaTel: +86 10 5823 6555Web: www.ciooe.com.cn/2014/en

APRILApril 2-4 – SMM India Mumbai, IndiaTel: +49 40 3569 2148Web: www.smm-india.com

April 13-17 – Hannover MesseHannover, GermanyTel: +49 511 89 0Web: www.hannovermesse.de

April 21-23 – Electric PowerRosemont, Illinois, U.S.A.Tel: +1 (832) 242-1969Web: www.electricpowerexpo.com

MAY*May 4-7 – Offshore Technology ConferenceHouston, Texas, U.S.A.Tel: +1 (972) 952-9494Web: www.otcnet.org

* Boldface indicates shows and conferences in which Diesel & Gas Turbine Worldwide is participating. A more complete listing of trade shows is available at www.dieselgasturbine.com

2015JANUARY

Jan. 26-28 – Offshore Middle EastDoha, QatarTel: +44 (0) 1992 656 629Web: www.offshoremiddleeast.com

FEBRUARY*Feb. 15-18 – Middle East Turbomachinery SymposiumDoha, QatarTel: +1 (979) 845-7417Web: http://middleeastturbo.tamu.edu

MARCH*March 2-4 – M.E.E. Middle East Electricity Dubai, United Arab EmiratesTel: +971 4 407 2472Web: www.middleeastelectricity.com

March 3-5 – Russia Power Conference Moscow, RussiaTel: +44 1992 656 617Web: www.russia-power.org

*March 11-14 – Europort IstanbulIstanbul, Turkey

Dateline

WW_JulyAug_Dateline.indd 2 7/16/14 1:58 PM

Électricité de France (EDF) and GE will jointly develop the first FlexEfficiency 50 combined-cycle power plant in Bouchain, France, with GE’s high-efficiency 9HA gas tur-bine as the centerpiece. EDF said its focus on sustainable development and the desire to remain at the forefront of thermal energy technology led the company to partner with GE in late 2011.

In the European energy landscape, the gas-fired, com-bined-cycle plant takes on an important role to balance the production fluctuations incurred by the integration of renewable energy. At 575 MW, the Bouchain plant will al-low EDF to optimize output in semi-base or peak operation while responding to the increasing fluctuations of produc-tion needs, the company said. The ability to provide sys-tem services to Réseau de transport d’électricité (RTE), the electricity transmission system operator of France, for the adjustment of frequency and voltage on the network is a pri-mary mission of this new combined-cycle plant.

EDF said that gas power plants remain essential assets in its energy mix, so investments in this type of highly efficient, flexible technology are part of the company’s long-term strat-egy. In this context, GE’s 9HA FlexEfficiency 50 gas turbine combined-cycle technology is particularly important to EDF, the company said.

Compared to existing coal-fired plants, GE said its technology at Bouchain will be nearly 25% more efficient in base-load operation and will emit 50% less carbon di-oxide (CO2), three times less nitrogen oxide (NOx), and 20 times less sulfur dioxide (SO2).

EDF said its engineering department is working hand-in-hand with GE to develop, implement and gain an in-timate understanding of this technology, particularly in the plant control system.

Because the industry continues to demand higher plant-

level performance, GE said it has extended its control sys-tem technology to cover the full combined-cycle power plant. The com pany’s Mark VIe plant control system will serve as the “central nervous system” of the Bouchain plant.

By implementing a modular architecture, the Mark VIe system provides a mission-specific turbine control within the same environment as an open plant process control. The single platform enables comprehensive automation for improved performance and reliability, while the plant interface yields a predictable operating environment and provides operators with increased awareness of critical issues, GE said. The single system approach removes the complexity of trying to integrate multiple control systems across a common process, from design to installation and through the life cycle.

The Mark VIe plant control system incorporates physics-based models into the controls, providing improved tran-sient stability, efficiency and operability, the company said. Fully integrated factory acceptance testing with gas and steam turbines will reduce on-site integration time and al-low for speedy commissioning, GE said.

To enhance reliability, GE has redesigned the operator interface based on the latest research in human factors. The new interface will provide better awareness of process sta-tus and the ability to recognize issues more quickly and re-spond appropriately. In recent operator user testing, using the independent System Usability Scale, GE said the aver-age score for the new interface was rated 18 points higher than the user’s current system (on a 100-point scale). A new alarm philosophy with fewer, smarter and more intel-ligent alarms will alert operators to critical issues and guide them through the correct actions to improve plant opera-tions and overall operator effectiveness.

The plant control system at Bouchain will employ mod-ern fieldbus technology with smart fieldbus devices that will deliver increased diagnostics and precise process control for easier system maintenance and fault accommodation.

Like all Mark VIe control system users, EDF will have ac-cess to Controls Connect, a secure, self-service, web-based, knowledge-management solution that provides instant ac-cess to a knowledge base maintained by GE. Technical manuals, frequently asked questions (FAQs), and how-to guides are easily accessible through a high-powered search engine, GE said.

“GE’s control platform, processes and people have a proven track record of reducing project risk and delivering performance,” said Corinne Sandberg, project director for EDF. “This, coupled with the product features and benefits of a single plant-wide controls system, makes it our control system of choice for the Bouchain project.” A

10 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Power Generation

Complete Plant Control SystemGE, EDF team to develop France power plant; Mark VIe plant control system to be “central nervous system”

Électricité de France (EDF) and GE will utilize the GE Mark VIe plant

control system for the new 575 MW combined-cycle power plant in

Bouchain, France.

WW882.indd 1 7/18/14 9:27 AM

ROLLS WOOD GROUP

O Rolls Wood Group (RWG) has se-cured a four-year general service

contract with Maersk Oil for the mainte-nance of their existing fleet of Rolls-Royce Avon gas generators.

Worth more than £2 million, the agree-ment includes field services, borescope in-spection, accessory repair and major over-haul of the gas generators.

The Rolls-Royce Avon packages oper-ated by Maersk Oil are configured for gas compression, which is vital to the efficient production and distribution of hydrocar-bons from the Tyra field in the Danish sec-tor of the North Sea.

FAIRBANKS MORSE

I Engine producers Fairbanks Morse, an EnPro Industries company, and

MAN Diesel & Turbo have finalized a stra-tegic agreement to cooperate in the U.S. power market for gas and dual-fuel engines.

The companies agreed on an exclusive cooperation in the power sector for a fixed period of five years. The two companies al-ready have a long history of cooperation: Fairbanks Morse has been a licensee of MAN marine engines since 1995.

Fairbanks Morse produces diesel and dual-fuel engines in the 0.5 to 4 MW range, and MAN Diesel & Turbo’s portfolio of gas and dual-fuel engines ranges from 2.3 to 17.6 MW.

GE/MONSAL

I GE has agreed to acquire Mansfield, U.K.-based Monsal, a private water,

waste, advanced anaerobic digestion and integrated biogas-to-energy business that treats biosolids and biowaste and converts them to renewable energy.

GE said the acquisition of Monsal will enhance its own wastewater treatment product offerings and help municipalities and industrial manufacturers shift from disposing waste water treatment byprod-ucts to generating renewable energy and other value streams.

Anaerobic digestion is a biological process in which microorganisms break down biode-gradable material in the absence of oxygen. One of the end products is biogas, which can be combusted to generate electricity and heat.

Monsal is one of the U.K.’s leading ad-vanced anaerobic digestion and integrated

biogas-to-energy businesses with over 200 installed anaerobic digestion systems, the company said.

KOBE STEEL/KOBELCO

O Kobelco Machinery do Brasil Ltda. (KMB) has begun the market-

ing of non standard compressors (custom- engineered process compressors) in South America from headquarters in Sao Paulo.

Kobelco, a Kobe Steel subsidiary, said it

is one of the few manufacturers that can supply centrifugal, reciprocating and screw compressors. Kobelco has a 50% share of the world market for nonstandard screw compressors used in refining, petrochemi-cal, natural gas and other large-scale facili-ties, according to the company.

Kobe Steel said that is will determine later whether to add other machinery products, such as small and medium-sized standard compressors, to KMB’s marketing menu.

Diesel & Gas Turbine Worldwide Ju ly -Augus t 2014 11

Industry drIvers

Sustainable marine engine control Through highly accurate load signal measurement with HBM

HBM Test and Measurement ■ info@hbm.com ■ www.hbm.com

measurement uncertainty and therefore reliable and verifi able engine perfor-mance data. This allows maximum utilization of the engine while preventing knocking, misfi ring and overloading.

Very short signal delay time ensures quick response of the engine control system to changing load conditions. In addition, dynamic torque signals up to 6 kHz can be captured for dynamic processes in the powertrain.

T40MAR torque fl anges from HBM are not just best-in-class products, they also give you comfort and reliability:

■ Simple installation ■ Completely maintenance free ■ Very long life time

For more information visit: www.hbm.com/marine

Hottinger_JA14_WW.indd 1 7/7/14 10:34 AM

Calibrated direct torque measurement by HBM guaran tees a very small

IndustryDrivers_JulyAug.indd 1 7/18/14 8:42 AM

3A/B gas turbines with a similar 1.85 MWe power rating. The first of the new turbines is expected to enter serv- ice in the first half of 2015.

“The OP16-3C will widen the mar-ket for OPRA considerably, enabling the company to further enter the waste to energy market,” said Regine Mowill, OPRA Turbines’ marketing director. “We will also cater to the growing demand of alternative and often challenging fuels within indus-trial combined heat and power (CHP) and remote oil and gas fields. The ability to run on these ultralow calo-rific value fuels is unique compared

such as natural gas, diesel and flare gas. The OP16-3B is a dry low-emissions combustor operating in lean pre-mixed mode and is able to meet the most stringent emission requirements.

The company said its OP16-3C is developed specifically to burn low calorific liquid and gaseous fuels in-cluding, but not limited to, waste gas, biogas, syngas, coal-derived gas, pyrolysis oil and ethanol. A high- calorific fuel, e.g., natural gas and die-sel, can be used as a backup fuel or to boost an ultralean fuel.

The OP16-3C has the same engine core as the company’s existing OP16-

12 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Power Generation by ian cameron

OPRASings About New TurbineCombustor configuration depends on fuel, application; company targeting new markets

Specifically designed to utilize alternative and

challenging fuels, OPRA Turbines BV’s OP16-3C

will enter service in 2015.

An overview of the operating range of each

OPRA combustor configuration in terms of

the gas fuel energy density. Operating at

heating values outside these ranges might

be possible in certain cases, depending on

the application and the fuel composition.

A new gas turbine has been intro-duced by Netherlands-based OPRA Turbines BV that is designed to burn ultralow calorific gaseous and liquid fuels.

The company, headquartered in Hengelo, has launched its third vari-ation of the OP16 series turbine, the OP16-3C. The OP16 gas turbine has three different types of combustion chambers, enabling operation on a wide range of liquid and gaseous fu-els. The selection of the combustor configuration depends on the fuel and the particular application, the company said.

The OP16-3A combustor is de-signed to run on high-calorific fuels

WW863.indd 1 7/16/14 2:08 PM

Diesel & Gas Turbine Worldwide J u ly -Augus t 2014 13

Power Generation

Shinkawa_June14_WW.indd 1 5/12/14 10:43 AM

to other gas turbines currently avail-able on the market.”

The new turbine can run on fuels with heating values as low as 10 MJ/kg and, under certain conditions, fuel with even lower heating values. OPRA said the combustor has been tested on several fuels including pyrolysis oil and a syngas with a heating value of 6 MJ/kg. The company said the com-bustor is sufficiently large to ensure complete combustion, and advanced combustor cooling is used to avoid cold regions.

The engine can operate in dual-fuel mode with a high-calorific fuel (liquid or gas) as a backup fuel and in bi-fuel mode where a supplementary fuel can be used to boost an ultralean fuel.

“It gives operators the ability to run fuels they otherwise would not, so they will have higher availabil-ity,” said Lars-Uno Axelsson, OPRA’s chief engineer, development.

The OP16 series of gas turbines has an all-radial rotor configuration, which OPRA said allows for operation on both flare gas and biofuels with higher levels of contaminants.

OPRA generating sets can be in sin-gle or multiple installations in the 1 to 10 MW power range, with the com-pany reporting that the OP16 turbine can reach a thermal efficiency of 90% when used in a CHP system.

According to OPRA, one of the key benefits of the OP16 is its compact structure. Reduced size is a direct re-sult of the all-radial rotor design and a shorter flow path through the engine. The compact rotor allows a smaller generator set footprint and reduced installation requirements.

Additionally, a cantilevered rotor system places both bearings in the cool part of the engine, which results in ex-tended bearing life and “virtually zero oil consumption,” the company said.

Applications for OPRA turbines have included oil and gas, marine (cruise ships, tankers and special vessels), industrial settings (food processing, ceramics, textile and speciality chem-icals), and commercial environments (hotels, hospitals, district heating and cooling, and biofuel applications). A

FSX.indd 1 6/24/14 9:50 AM

WW863.indd 2 7/16/14 2:09 PM

MAN Truck & Bus is introducing its latest V12 engine for heavy-duty ma-rine applications: the D2862 LE441. The new diesel will be recommended for workboats such as tugboats and freighters, among others, and com-plies with IMO Tier 2 emissions regu-lations, the company said.

As the latest addition to the D2862 engine family, the new engine’s power rating has been increased by 73 kW compared to MAN’s existing most powerful marine engines for heavy-duty applications, the D2862 LE431 and D2862 LE421. The total output power is 735 kW at 1800 r/min, with a 24.24 L displacement (bore 128 mm, stroke 157 mm). The unit delivers a maximum torque of 4380 Nm at 1100 to 1600 r/min.

The D2862 LE441 has a dry weight of 2270 kg, while its installation di-mensions and engine foot positions are the same as in MAN’s previous series, to ensure easier engine up-grade projects. The unit’s dimensions

tion of its marine engines, MAN com-pared the results of its engine mod-els to the different emissions levels. Claus Benzler, head of MAN Marine engines, said that results in relation to current MAN Tier 2 engines showed that the new Tier 2 D2862 LE441 has a 7% better fuel efficiency at the rated point of 1800 r/min. Benzler said the coming version, which will be com-pliant with EPA Tier 3, will deliver a better fuel efficiency of 4% over exist-ing Tier 2 engines.

“When compared with our main competitors, both the existing MAN Tier 2 engine and the new D2862 LE441 show a remarkable fuel con-sumption behavior,” Benzler said. “The new engine in particular high-lights a consumption curve below its competitor’s across the whole oper-ating range, especially at the higher engine speeds.”

According to MAN, these results have been achieved with the intro-duction of some key technologies;

are 2124 mm (length) x 1153 mm (width) x 1289 mm (height).

Stefan Löser, head of performance and emissions for MAN Marine En-gines, explained that the company utilized an advanced common rail system that allows for multiple in-jection stages. “A pre-injection stage ensures a higher and smoother com-bustion pressure curve, which in turn means the engine operation is sensibly smoother and quieter,” Lös-er said. “This also contributes to re-duced fuel consumption — the mini-mum fuel consumption of the new engine is 192.3 g/kWh — and fewer soot particles emissions.”

MAN said it carried out several com-parison tests between its marine en-gine line and those of competing man-ufacturers. For its heavy-duty engines, the company reported the engines’ volume and mass, in relation to the power output, were well below the av-erage values of the main competitors.

As for the specific fuel consump-

14 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Next-GeNeratioN MariNe ProPulsioN by roberta prandi

MAN Truck & Bus Extends Marine RangeHigher power output vs. mass/volume

The heavy-duty marine diesel engine D2862

LE441 by MAN Truck & Bus delivers 73 kW

more power than MAN’s most powerful ex-

isting marine engines.

WW879.indd 1 7/16/14 3:11 PM

for the heavy-duty engines in par-ticular, a new valve timing setting was fundamental to achieving such outstanding results.

“For its range of marine engines, MAN provides a number of turbo-charging options that can be opti-mally adapted to the application’s requirements,” said Wolfgang Weg-ner, head of marine sales engineering, MAN Engines. “For example, MAN Truck & Bus started working with a two-stage charge back in 1993. This solution allows us to achieve the highest medium pressures, which currently reach over 30 bar.

“Wastegate turbocharging is also used to achieve a good engine dy-namic — typically for single-stage turbocharged units that are employed for light- and medium-duty — reaching up to 25 bar. In heavy-duty applications, free floating turbines are also used to deliver the optimum fuel consumption.”

MAN said that all technologies em-ployed in the new engine need a so-phisticated control, so the company employs its proprietary ECU, a deri-vation of its truck engine controls. The ECU is available with an alarm

and optional safety system, the Eisas- One, and with an optional drive le-ver control.

Regarding service, MAN recom-mends oil change intervals of 600 hours, with average overhaul at 18 000 operating hours. In the design phase, the company said it paid attention to ease-of-service characteristics such as individually mounted cylinder heads.

MAN said the D2862 engine family has passed numerous field trials and measurements. The company cited the MS Schwyz passenger craft by Shiptec. The 58.36 m vessel is capa-ble of reaching 16.2 knots with two MAN D2862 LE431 diesels each de-livering 551 kW power at 1800 r/min. MAN said the operator reported less noise and fewer vibrations during passenger transport service.

The Alisdory wind farm supply ves-sel by South Boats IOW — a 19.5 m vessel powered by two MAN D2862 LE 432 engines — reported greater comfort for offshore service techni-cians during all transfers, the com-pany said.

In the aftertreatment segment, MAN said it has a modular selec-tive catalytic reduction (SCR) solu-

Diesel & Gas Turbine Worldwide Ju ly -Augus t 2014 15

Next-GeNeratioN MariNe ProPulsioN

tion that is already being field tested in marine engines. Löser said that engine-out emissions of particulate matter in MAN’s Marine Tier 2 en-gines are usually below even Tier 4 off-highway limits. The slight in-crease in NOx emissions will be han-dled by the SCR system.

The company said it will be ready to fulfill IMO Tier 3 legislation with a proven system that offers a wide choice of mounting options. The main advantages of the SCR system, according to Löser, are its nonsen-sitivity to poor fuel quality and its maintenance-free life cycle.

The Tier 2-compliant D2862 LE441 is available with U.S. Environmental Protection Agency (EPA) Tier 3 Com-mercial certification with the model number D2862 LE444. Both engines are now available for customer or-ders, MAN said.

Wegner said that all MAN marine engines get a hot test run with ac-ceptance certificate before leaving the company’s production plant in Nuremberg, Germany. Both the D2862 and D2868 marine engine families have type approval by vari-ous classification societies. A

To meet tighter NOx emissions limits,

MAN Truck & Bus will adopt a modular

SCR system on its marine engines.

WW879.indd 2 7/16/14 2:21 PM

Driving InnovationThe Preferred Powertrain Solutions Provider

www.federalmogul.com

Federal-Mogul‘s high quality large bore piston rings help to achieve better fuel efficiency, lower emissions

and longer overhaul intervals for engines up to 980 millimeters bore size. Day by day, our rings prove their

reliability in a large range of different applications around the globe.

World-class piston ring technology9. - 12. Sept. 2014

Learn more about our new materials and innovative ring concepts

Hall A3, Stand 205

FederalMogul_JA14_WW.indd 1 7/9/14 9:47 AM

Altronic’s GTI Bi-Fuel product line has received aftermarket certification from the state of California (U.S.A.) Environmental Protection Agency Air Resources Board for use on off-road, compression-ignition engines in sta-tionary applications.

The GTI Bi-Fuel system is designed to allow diesel engines to operate on a blend of diesel and gaseous fuels. According to Altronic, the GTI Bi-Fuel system enables engines to op-

tion chamber. Since the GTI Bi-Fuel system uses existing air inlet and diesel injection systems, no modi-fications to the engine are required for installation.

Altronic offers the GTI Bi-Fuel sys-tem as a standard kit for engines with an output of up to 3 MW.

Altronic has been actively manufac-turing and marketing the GTI prod-uct line since 2002. In 2009, Altronic was acquired by Hoerbiger and today

Emissions Worldview

erate on gas up to a maximum of 70% of the total fuel requirement, subject to gas quality and other ap- plication conditions.

The GTI Bi-Fuel system combines natural gas and air in the intake sys-tem of the engine. This mixture is then fed into the combustion cham-ber by the intake pipe and ignited as soon as a small quantity of diesel fuel, now functioning as an ignition source, is injected into the combus-

A Path For Emissions Compliance System allows blend of fuels; offered as standard kit for engines up to 3 MW

WW855.indd 1 7/16/14 2:42 PM

Emissions WorldviEW

operates as an anchor to its Engine Solutions group.

“By displacing a portion of the die-sel fuel with natural gas, operators can realize significant reductions in fuel costs, extend the runtime of the

diesel tank, reduce the required vol-ume of above-ground liquid fuel stor-age, and ease the logistical challenges of trucking diesel fuel into difficult to reach locations,” said Keith Brooks, senior vice president of OEM sales, Hoerbiger Engine Solutions.

“We are the first aftermarket sup-plier of a bi-fuel system to this market

that has received such an Executive Order from the state of California,” Brooks said. “The process was not easy, and we quickly realized that we were blazing a new trail with the co-operation of CARB. In the end, we were able to reach common ground, and the GTI system was able to pass the stringent emissions testing re-quired by the state of California. The bottom line is that the process pro-vides a path for emissions compliance for the users of this product.” A

Altronic has received CARB certification for its entire GTI

Bi-Fuel product line, including the GTI+ shown here.

T h e r m a m a x H o c h t e m p e r a t u r d ä m m u n g e n G m b H | T h e r m a m a x , I n c . | i n f o m a i l @ t h e r m a m a x . u s | w w w . t h e r m a m a x . c o m

( Understanding Temperature. )

Space onboard ships is limited - even when it comes to safety issues.

Jaouad Bahaou i – Bus iness Un i t Manager – Techn ica l Sa le s

We are one of the few companies worldwide able to fulfil all technical fire safety requirements for the Marine industry. We won‘t be found wanting in this respect. From design through to installation and service we can offer our expertise gained over more than 30 years. That‘s how we have succeeded with our core value since 1976: Understanding Temperature.

HIGH TeMperaTUre InSUlaTIonS | MarIne

VISIT US aT SMM, HaMBUrG, 09.-12.09.2014

Thermamax.indd 1 7/18/14 8:36 AMWW855.indd 2 7/18/14 8:42 AM

GE Power & Water’s Distributed Power business has launched its 10 MW-class Jenbacher J920 FleX-tra gas engine for the 60 Hz North American segment.

GE has also signed a memorandum of understanding (MOU) with indepen-dent power producer Sky Global Part-ners LLC of Houston, Texas, U.S.A., to support the development of the first North American power project featur-ing GE’s Jenbacher J920 FleXtra gas en-gine technology. Under the preliminary power purchase agreement, GE will supply Sky Global with six natural gas-fueled J920 FleXtra gas engines.

“The 60 Hz J920 engine is ideally suited to provide utility and industri-

Peak demand and ancillary services require power plants with fast-load tracking capabilities without any trade-offs in plant efficiency or start-up reliability.

GE said the J920 FleXtra uses tech-nology specifically designed to fulfill these demanding requirements, in-cluding an individual cylinder com-bustion control system that makes use of in-cylinder pressure sensing; distributed controllers with embed-ded software; and port injection. As a result, the company said the J920 FleXtra is able to provide grid servic-es such as load following, automatic generation control and supplemental

al customers with fast, reliable on-site power during demand periods and as more renewable energy is added to the grid,” said Lorraine Bolsinger, president and CEO for GE Power & Water’s Distributed Power business. “Our J920 FleXtra gas engines offer best-in-class electrical efficiency of up to 49% for 60 Hz in simple cycle, which approaches where a traditional combined-cycle plant can operate. This adds up to significant fuel savings over the life cycle of any plant.”

Due to the high levels of volatil-ity in modern dispatch profiles, gas engines need to be able to overcome additional challenges of transient per-formance and grid code compliance.

18 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

J920 FleXtra Gas Engine For 60 Hz SegmentNew GE engine helps grid integration of renewables

GE’s J920 FleXtra gas engine will provide grid services such as load following,

automatic generation control and supplemental reserve to the 60 Hz market.

Generation by mike rhodes

Power

continued on page 20

WW865.indd 1 7/16/14 3:08 PM

More about SGF:

Süddeutsche Gelenkscheibenfabrik GmbH & Co. KGGraslitzer Str. 14, 84478 Waldkraiburg, Germany , Tel. +49 8638 605-0, Fax +49 8638 605-110, kontakt@sgf.de, www.sgf.de

More space for your Driveline Design with the new SGF TENBEX ECO couplings.

We make drive systems comfortable and reliable.

SGF_JA14_WW.indd 1 6/30/14 10:04 AM

reserve without impacting mainte-nance schedules or costs.

Featuring a five-minute start-up time, the J920 FleXtra is scalable for any plant size and provides enough energy to power more than 6000 U.S. homes, GE said. The J920 provides a capacity of 8.6 MW in the 60 Hz seg-ment, with total efficiency of over 90% for combined heat and power (CHP) applications, the company said.

The 50 Hz version, which began its commercial operations January 2013, provides 9.5 MW and runs at 1000 r/min, while the 60 Hz J920 version can reach 8.6 MW running at 900 r/min.

“The 50 Hz segment is larger, approx-imately 70% of the world. We knew in 2009 that once we got our 50 Hz model up and running, we would turn our focus to 60 Hz projects,” said Scott Nolen, Global Technical Solutions Leader for GE’s Distrib-uted Power business. “We slowed down a little to operate at 60 Hz, but it’s essentially the same engine. We use a different generator with larger fans since it’s running slower. We

do lose some power but make gains in efficiency.”

GE said one of the design criteria was to have an engine capable of both segments, allowing it to build produc-tion engines without modification, thus saving time and extra inventory.

“The 60 Hz was always part of the plan, and it coincides well with the increased need for natural gas power plants in North America,” Nolen said. “With these new EPA announce-ments, we’re not only moving to gas but we’re moving to cogeneration and heat recovery — you’re never going to achieve the CO2 emissions num-bers they’re talking about without some serious use of waste heat.

“The J920 FleXtra is an excellent building block product — no matter the power requirements, multiple en-gines can be run in parallel to match that need. This offers a lot of opera-tional flexibility, whether the engines are providing power to the grid or meeting local needs, while holding a very high efficiency.

“Until the J920 FleXtra, there was a pretty significant gap between our

4.4 MW J624 and our LM1800 at 20 MW,” Nolen said. “A lot of proj-ects would have been LM6000 or LM2500 projects in simple-cycle ap-plications. The J920 FleXtra provides a whole new set of options. We can get these engines up to full power in five minutes, no matter the power requirements, which offers high flex-ibility on efficiencies as well: as you come down on load, you can stop en-gines and keep efficiencies very high.”

While the size of the facility, actual plant design and layout are site spe-cific, GE said the J920 FleXtra gen-set has been developed as a modular sys-tem with a small footprint. “The whole gen-set would be too big and expen-sive to ship,” Nolen said. “So, the gen-set has three major sections: the turbo-charger auxiliary module (TCA), the generator and the engine itself.”

Once all three devices are mount-ed, no separation is required during maintenance intervals — all major components can be serviced without disassembling other components or modules, the company said.

20 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

The J920 FleXtra has been de-

veloped as a modular system

with three major sections:

the turbocharger auxiliary

module (TCA), the generator

and the engine itself.

Power Generation

continued on page 22

WW865.indd 2 7/16/14 3:08 PM

VM600VIBROSMART

VIBROSIGHT

Centralized intelligence VM600 New combustion and vibration analysis cards combine state-of-the-art designs with unparalleled mean time between failure in one of the industry’s most reliable and respected monitoring systems.

Distributed intelligence VibroSmart® Monitor more of your assets, more cost effectively - with no compromise on performance. Skid mount modules near the turbine or auxiliary equipment.

Visualized intelligence VibroSight® See what’s going on inside your machines. One software platform analyses data from all acquisition devices, for all applications.

Breaking down can break your business But knowledge is powerManage the risk with Meggitt’s next generation of extremely smart monitoring solutions for power generation turbines and balance-of-plant equipment

Tel: +41 26 407 11 11www.meggittsensingsystems.com Tel: +1 949 493 8181www.meggitt.com energy@ch.meggitt.com

Meggitt_JA14_WW.indd 1 7/15/14 12:41 PM

22 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Power Generation

“The complete J920 FleXtra engine’s turbocharger mod-ule is really a turbocharger/auxiliary system module,” Nolen said. “It consists of a two-stage turbocharging system, inter-coolers, gas train, oil and water heat exchangers, blow-by system and an electrical cabinet. This enables excellent lean-burn combustion, higher efficiency and lower emissions.

“Our two-stage turbocharger technology allows the J920 FleXtra to attain over 2% higher electrical efficiency than single-stage turbocharged gas engines and offer faster peak demand response with load-following capabilities.

“Beyond power density and efficiency, it offers some other nice benefits. In a two-stage turbocharged system, the com-pression is completed in two stages with an intercooler be-tween the two turbos. This allows the engine to maintain power to an altitude of approximately 1500 m and tempera-tures up to 35°C. A typical single-stage turbocharged engine would start losing power at about 500 m and 30°C, so that engine would produce less power at higher altitudes and tem-peratures. It makes the engine a great application for higher elevation and higher temperature environments,” Nolen said.

The almost 1-tonne main engine power unit comprises the cylinder head, piston, cylinder liner, conrod and oth-er significant components. Each cylinder is separate and each cam shaft segmented, and its compact design and in-dividually mountable main assembly reduces on-site labor time during routine maintenance as the whole unit can be lifted in and out of the crankcase, the company said.

GE said its remote monitoring center ensures that all key engine parameters are actively monitored and can self-adjust for better operating behavior. When support is in-dicated, experienced service technicians can log in to the motor management system to manage the engine directly and resolve issues. Alternatively, alerts can be sent to plant personnel for local resolution, the company said.

As an example of the engine’s flexibility and efficiency, Nolen pointed to the 50 Hz version of the J920 FleXtra, which has run for more than 4800 hours since January 2013 at the Stadtwerke Rosenheim CHP in Germany. The plant supplies hot water for district heating and electricity to residential and industrial customers, gener-ating 40% of the town’s electricity and about 20% of its heating requirements.

GE said that over the past decade, many residents of Rosenheim have installed rooftop solar panels, which can add as much as 10 MW to the local grid. But be-cause of sudden spikes in solar power, the city must compensate with its own assets in order to maintain the power balance and stabilize the grid. Because the J920 FleXtra can provide the same flexibility as a smaller gas engine at a much higher electrical efficiency, it is always the first engine to dispatch for peaking power in Rosenheim, the company said.

“The J920 FleXtra is already paying off for customers,” Bolsinger said. “In Rosenheim, renewables now have a very efficient partner technology. We can now add the 60 Hz J920 FleXtra for North America to that list.” A

We Manufacture andRemanufacture the

World’s Largest EngineCrankshafts

Ellwood Crankshaft GroupIrvine, PA, USA 16329

Hermitage, PA, USA 161481-800-247-1326

or 724-347-0250ecgsales@elwd.com

www.ellwoodcrankshaftgroup.com

We Manufacture andRemanufacture the

World’s Largest EngineCrankshafts

Ellwood.qxp 11/11/09 8:43 AM Page 1

Turbo chargerPiston

Valve

Flywheel

ConrodCrank

shaft

Eschenwasen 20 · 78549 SpaichingenTel. 07424-9329-0 · Fax 07424-9329-29info@sensortelemetrie.de · www.sensortelemetrie.de

Manner_JA14_WW.indd 1 7/17/14 4:00 PMWW865.indd 3 7/17/14 4:04 PM

Diesel & Gas Turbine Worldwide Ju ly -Augus t 2014 23

Filtration SyStemS

Nordic Air Filtration, based in Nakskov, Denmark, has introduced its TurboWeb range, which it claimed can re-cover up to 6% power output and reduce downtime due to extended periods between required offline water washes of the turbine.

The company, whose parent is Midwesco Filter Resources Inc., said the media is 100% synthetic and offers better chemi-cal and moisture resistance, unlike conventional cellulose-based media. According to Nordic, cellulose-based media is easily degraded with moisture and weathering effects.

Nordic has carried out a series of laboratory and field tests on the media in North America and Europe at sites that have challenging operational environments.

In one case, in coastal Florida, U.S.A., TurboWeb filters were installed in a turbine that had recently endured a hur-ricane. With eight turbines facing directly towards the incom-ing weather, the customer wanted the highest level of turbine protection and eventually chose TurboWeb due to its high water breakthrough rating and efficient protection from salt-water penetration into the turbine, the company said.

Another case involved a base-load, combined-cycle plant in the southern U.S. that is gradually upgrading its filters to TurboWeb filters. The company wanted to save fuel and pass on savings to its customers through more reasonable electric-ity prices. According to Nordic, the filter upgrades have re-sulted in an extra 3 MW regained from the 171 MW turbine.

Earlier this year, Nordic Air Filtration announced it would deliver 2600 conical and cylindrical gas turbine filter car-tridges with TurboWeb filter media for Alstom’s GT13E2 gas turbine at HPI’s Tongxiang plant in Zhejiang, China. A

Nordic Air Filtration TurboWeb filter cartridges in place at a power plant.

Nordic’s New Filtration Media Synthetic media offers chemical, moisture resistance; targeting gas turbine market

www.zmturbines.com

POWER FOR NAVY

ZoryaMashproekt_Jun13_WW.indd 1 4/3/13 1:00 PM

WW870.indd 1 7/16/14 3:14 PM

OWNED AND PRODUCED BY: PRESENTED BY: SUPPORTED BY: CO-LOCATED EVENTS:

POWER-GEN Asia, co-located with Renewable Energy World Asia, is the leading force in delivering a platform for the power and renewable energy industries to meet, connect and share information on the challenges facing the power industry within Asia.

Attracting 7,000 delegates and attendees from over 60 countries across South East Asia and around the world, it is the industry’s premier conference and exhibition dedicated to the power generation, renewable and alternative energy industries.

Gain access to the opportunities within the power generation and renewable energy industries of Malaysia and the wider region, and ensure your presence at POWER-GEN Asia and Renewable Energy World Asia 2014, PLUS the new POWER-GEN Asia Financial Forum.

TO REGISTER TO ATTEND PLEASE VISIT WWW.POWERGENASIA.COM OR WWW.RENEWABLEENERGYWORLD-ASIA.COM

REGISTER TODAY AND BE PART OF ASIA’S PREMIER POWER EVENTSAVE OVER 10% ON THE CONFERENCE DELEGATE FEE WITH THE EARLY BIRD OFFER

10-12 SEPTEMBER 2014KLCC, KUALA LUMPUR, MALAYSIA

CONNECTING ASIA’S POWER PROFESSIONALS

PGAsia_JA14_WW.indd 1 6/25/14 11:52 AM

Certech injection-molded ceram-ics, specifically engineered for invest-ment casting of airfoils and industrial

gas turbines, have been made avail-able by Morgan Advanced Materials. The company manufactures cores in a

range of sizes and designs for equiax, single crystal and directional solidifi-cation casting.

AdvAncements In mAterIAl technology by ian cameron

Morgan Casts Its NetCompany produces ceramic cores with thin dimensions without sacrificing stability

Gas turbine cores from Morgan

Advanced Materials.

WW867.indd 1 7/16/14 3:27 PM

Critical airfoils required to withstand the high turbine inlet temperature in modern gas turbine engines are invest-ment cast in nickel and cobalt-based superalloys, with ceramic cores used to form the part’s air-cooling passages.

Morgan said that it can inject around quartz rods down to 0.5 mm in di-ameter, enabling customers to design features in the cooling passages that would otherwise be difficult to form.

The process offers short lead time and meets high-volume production requirements, Morgan said, adding that cores can be supplied in a fully “wax-prepared” condition, hollow for a more uniform section of product, or with quartz for local strengthening and the formation of small exit features.

The company’s technical engineers work with customers, from design through prototyping and production, in the power generation and aero-space industries. Certech ceramics are made at Wood-Ridge, New Jersey, U.S.A.; and Wilkes-Barre, Pennsylva-nia, U.S.A.; in Corby, U.K.; and in San Juan del Río, Mexico.

The company’s offerings include ce-ramic cores produced using its spe-cialty P-52 and newly developed P-57 and P-59 materials, which now allow the production of cores with extreme-ly thin dimensions without sacrific-ing stability. These “next-generation” cores can be chemically dissolved af-ter the casting has cooled, leaving the clean air passage replica needed in turbine engines, Morgan said.

While dimensionally stable at high temperatures, these core materials also exhibit improved crushability during solidification. They remain rigid and stable through the casting process, but are crushable when required during the metal solidification process. The com-pany said this is particularly important for alloys that are prone to hot-tearing (in equiax castings and directionally solidified castings) and/or recrystalliza-tion (single crystal castings).

In a separate announcement, Mor-gan said it has significantly increased its capabilities at its Wilkes-Barre site. This facility makes complex injection molded ceramic components for use in

The HEINZMANN Group:www.heinzmann.com

www.regulateurseuropa.com

www.heinzmann-dataprocess.com

Marine Engine Control

Control solutions for marine propulsion & auxiliary engines

Gas engine & dual fuel management

Common rail injection systems

Electronic pump-line-nozzle control

Governors & actuators

Engine emission control

Marine Automation Systems

Propulsion control systems

Monitoring & alarm systems

Fuel performance systems

Power management systems

Meet us at Booth A3, 402 Booth B6, 504

The HEINZMANN Group: Experts in Marine Technology

Complete Maritime Solutions

Services

Overhauls/service exchange

Engineering services

Upgrades & retrofits

Heinzmann_JA14_WW.indd 1 7/7/14 11:10 AM

Diesel & Gas Turbine Worldwide Ju ly -Augus t 2014 25

AdvAncements In mAterIAl technology

the investment casting of turbine en-gine blades and vanes for aircraft and power generation, aircraft hardware, pumps, valves and sporting goods.

As part of the site’s growth, Morgan has installed equipment that will en-able it to produce larger parts for in-dustrial gas turbines; hired engineers and managers; and implemented com-munication enhancements to improve tracking, shipping and delivery.

Morgan said that, to meet growing global power demand, it has invested in both its capacity and technology to support the increased production of industrial gas turbine generators. A significant investment has been made in equipment and automation in the past year, including a new X-ray room and an engineering and tooling laboratory to provide additional sup-port resources. A

WW867.indd 2 7/16/14 3:28 PM

Enormous efforts have been made in recent years by the marine industry to achieve the emissions levels dic-tated by the international MARPOL Convention for the reduction of pol-lutant emissions by shipping. These efforts must be further intensified in the years ahead.

To cope with these requirements, the marine industry has taken two different approaches: the aftertreat-ment of exhaust gas for conventional drives, and the development of new, cleaner drives. The second approach relies especially on engines that are able to burn different types of fu-els, including liquefied natural gas (LNG). This fuel burns cleanly so the required exhaust emissions can be easily achieved, and it’s cheaper than oil and will probably be available much longer.

Engines that are able to burn more than one type of fuel are subject to very demanding requirements. For example, they must be able to switch quickly from one fuel to another without any loss of power. Further requirements are added if the engine is burning LNG in gas mode: this in-cludes a very fast and sensitive control to prevent the engine from entering unstable working ranges — knocking, misfiring — under unfavorable oper-ating conditions and being damaged as a result. The crucial element of this type of control system is generating a load signal, which can be used to con-trol the gas supply and turbocharging.

essary to calibrate the shaft section equipped with the measuring device to the maximum torque to be ex-pected. For this purpose, a loading device has to be used to apply torque to the shaft section step by step, up to the maximum value, and to mea-sure the output signals supplied by the measuring device at every calibration step. With an approxi-mately linear characteristic curve and a sufficient number of measure-ment points, it is possible to achieve an un certainty of measurement that roughly corresponds to that of the calibration machine.

However, it will be difficult to implement this method in practice: transporting the shaft section of a large drive with an installed measur-ing device to the calibration machine or vice versa might be difficult. In ad-dition, the shaft section needs to be mechanically adapted to the calibra-tion machine — a complex process that is, nonetheless, indispensable for load application.

To generate a load signal, the torque and speed of the engine must be measured. While it is comparative-ly easy to measure rotational speed, measuring the torque of large marine engines is much more difficult. In the past, indirect torque measurement has been used — that is the measur-ing of auxiliary variables and subse-quent calculations. These auxiliary variables include, for example, the strain on the surface of the driveshaft (strain gauge measurement) or the torsion angle of the shaft.

All of these solutions have one thing in common: very high mea-surement uncertainty in terms of the torque to be determined, and with it power, which can only be very inac-curately estimated. This has not been a big problem in the past, but it is inadequate for sensitively controlling a gas engine within small tolerances (Table 1).

To significantly reduce the high uncertainty of the various indirect torque measuring methods, it is nec-

26 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

PiPing, ValVes & Fittings by klaus weissbrodt

Direct Torque MeasurementMaking a case for direct torque measurement on large drives with very small tolerances

Klaus Weissbrodt is a key account and project manager, high-capacity torque ap-plications at Hottinger Baldwin Messtechnik GmbH. Direct comments/question to klaus.weissbrodt@hbm.com

Table 1: A strain gauge application is used as an example of the achievable tolerances. Howev-

er, most of the parameters used for subsequent torque calculation must be used with all other

indirect methods of measurement as well. Without further error analysis, the table shows that

the total error of the measuring devices described above is primarily determined by the toler-

ances of E and µ, thus not less than 3%. In practice, it is often substantially higher and cannot

be reliably detected.

Parameter Symbol Tolerance (Approx.)

Rotational Speed n 0.1%

Shaft Diameter d 0.01%

E Modulus E 3 to 5%

Poisson’s Ratio µ 3 to 5%

Gauge Factor k 1%

Torsion Angle θ 0.1%

Length Of Torsion Shaft l 0.01%

WW877.indd 1 7/16/14 3:37 PM

The solution to this dilemma is to measure torque in the drivetrain instead of on the drivetrain: that is direct torque measurement. For this purpose, a torque flange, which should already be taken into account during the design phase, is mounted between the drive side and the driven side as part of the drivetrain. The power is then given by the directly measured quantities of torque and rotational speed.

The torque flange is calibrated up to its nominal, rated measuring range or part of it by the supplier and certified accordingly in advance. Depending on the type and size of the measurement flange, the resulting uncertainties of measurement vary from 0.03 to 0.1% of the nominal (rat-ed) or partial measuring range. This uncertainty of mea-surement is already related to torque and not to an aux-iliary quantity such as strain or torsion angle. Due to the integrated thermal compensation, the parameters specified for the measurement flange are valid for a wide tempera-ture range.

Installing, exchanging and recal ibrating a torque flange is relatively easy. Torque flanges also offer additional fea-tures that, depending on the application, can provide sig-nificant added value: for example, a large bandwidth (up to 6 kHz) of the dynamic torque signal for recording of highly dynamic processes in the drivetrain if necessary; and a short signal propagation time for very fast control in the event of varying load conditions.

Torque flanges also have a robust design and high sig-nal stability for use in extreme ambient conditions, and are capable of an excellent repeatability and long-term stability values for use over long periods of time without corrective action. A

PiPing, ValVes & Fittings

A special measuring flange for marine applications by Germany-

based test and measurement specialist Hottinger Baldwin Messtech-

nik GmbH.

engineering for a better world

GEA Mechanical Equipment

GEA Westfalia Separator Group GmbHWerner-Habig-Straße 1, 59302 Oelde, GermanyPhone: +49 2522 77-2118, Fax: +49 2522 77-32118ws.info@gea.com, www.gea.com

Technology from GEA Westfalia Separator Group protects the performance, safety and economy of your power generator systems worldwide.

Our separators shield your diesel engines and gas turbines from all aggressive by-products in fuel oils, reducing service downtimes and failures. Diesel engines are safe from destructive “cat fines” in low-sulphur residual oils. Gas turbines are protected from corrosion caused by sodium and potassium in untreated oils.

High-Performance SeparatorsSafeguarding your diesel engines and gas turbines

EN-0

1-00

4

GEA_Westfalia_JA14_WW.indd 1 7/7/14 10:15 AM

WW877.indd 2 7/16/14 3:38 PM

Increasing fuel costs and stricter emissions requirements in the marine industry are compelling owners and opera-tors to re-evaluate the impacts and economics of ship pow-er plants. These trends set the stage for expanded use of energy efficient technologies on commercial and military vessels. One promising solution is exhaust heat recovery (EHR) using carbon dioxide (CO2) as the working fluid. This technology offers the desired benefits of increased fuel efficiency coupled with marine-friendly features such as compactness and low maintenance requirements.

Using similar thermodynamic cycle principles that have been in practice for over 100 years — but replacing tradi-tionally used steam with CO2 — these systems improve upon the many benefits of a proven technology.

The recovery of exhaust energy is most commonly performed using a steam cycle. Cargo and cruise ships and other vessel types use exhaust heat boilers to pro-duce steam from the exhaust stream. Steam has numer-ous auxiliary uses aboard a ship including space heating, power for auxiliary machinery, fuel heating, operating the galley and, in some cases, powering a steam turbine to produce electricity. Gas turbine powered vessels have also adopted steam bottoming cycles to increase overall system efficiency.

In the commercial marine segment, the most prevalent marine prime mover type is the low-speed diesel (LSD), followed by medium-speed diesel (MSD) engine, and gas turbines (GTs). LSD engines have the highest fuel efficien-cy of any engine type (close to 50%), but also have the lowest amount of heat lost to the exhaust. The two die-sel types have similar heat balances; the LSD has slightly higher efficiency, resulting in lower exhaust heat energy. Both engines lose about 25% of their heat through various other means, charge air cooling being the most significant. The gas turbine, on the other hand, has the lowest effi-ciency and loses almost all of its remaining heat through the exhaust.

Figure 1. Representative energy balance of LSD, MSD and GT.

The addition of heat recovery effectively levels the com-bined system efficiency of the three engine types to within a few percentage points. Ship designers can take advan-tage of some of the inherent advantages of gas turbines (re-duced maintenance, reduced vibrations, improved emis-sions, etc.) without having to sacrifice the efficiency that comes with diesels.

When EHR is introduced to this heat balance analysis, the outcome changes substantially (Figure 2). Because the gas turbine exhaust is the hottest and is concentrated as a single source, it has the greatest recoverable energy — about 13% of the total system heat (~35% of shaft power) can be converted to usable power. This puts the com-bined system efficiency at about 50%. The lower exhaust temperature of the MSD engine allows the recovery and conversion of about 4% of the total system heat (8 to 10% of the original shaft power) to achieve a combined system efficiency of 48%. The LSD has the lowest exhaust tem-perature, allowing for conversion of only about 2% of the system heat, resulting in a combined system efficiency of about 51%. In addition to the increased power plant ef-ficiency and the subsequent reductions in fuel consump-tion and emissions, EHR also reduces the exhaust outlet temperature, typically below 200°C.

28 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Next-GeNeratioN MariNe ProPulsioN by eric maxeiner and david nelson

Advanced CO2 Exhaust Heat Recovery For Tomorrow’s Energy-Efficient ShipsIntegrating a promising marine application

Dr. Eric Maxeiner is a senior systems engineer for Echogen Power Sys-tems and serves as the lead engineer for marine applications. David Nelson is the military marine marketing manager for GE Marine lo-cated in Cincinnati, Ohio, U.S.A.

WW884.indd 1 7/17/14 4:00 PM

Precise. Innovative. Leading: Fuel injection solutions from L’Orange

With its pioneering achievements in injection technology, L’Orange has again and again met the most demanding challenges, setting mile-stones in the history of technology. As a leading supplier of injection systems in the off-highway segment, we contribute to our customers’ suc-cess with innovative technology and efficient processes. Today our injection systems are found in high-speed and medium-speed engines from all successful manufacturers worldwide.

L’Orange GmbH, Porschestr. 30, 70435 StuttgartPhone +49 711 82609-0, Telefax +49 711 82609-61sales@lorange.com, www.lorange.com

Visit us at SMM HamburgHall A4Booth 405

LOrange_JA14_WW.indd 1 7/8/14 1:30 PM

Next-GeNeratioN MariNe ProPulsioN

Figure 2. Energy balance with exhaust heat recovery (EHR).

The benefits of maximizing fuel efficiency have always existed, but are significantly enhanced by recent and forth-coming fuel price and regulatory developments. Within the commercial sector, both the International Maritime Or-ganization (IMO) and the U.S. Environmental Protection Agency (EPA) have imposed restrictive limits on sulfur ox-ide (SOx) and nitrogen oxide (NOx) emissions through the implementation of Emissions Control Areas (ECAs). Sulfur oxide emissions limits will eventually apply worldwide, ac-cording to the current plan.

As the lower sulfur limits take effect, the price of the most widely used and economical fuel, heavy fuel oil (HFO), is predicted to rise. The new IMO targets are aimed at SOx and NOx emissions in both global and special ECA designations on the open seas. There are several steps ship-owners can take to help maintain compliance with these restrictions including installation of exhaust scrubbers, use of higher-grade fuel such as distillate, and development of reduced emissions engine technology.

Exhaust scrubbers can successfully reduce SOx emis-sions to compliant levels but require high capital and op-erating costs and consume valuable ship real estate. To meet the SOx requirements, ships will be forced to start using lower-sulfur fuels, including low-sulfur HFO and distillate fuels such as marine diesel oil (MDO). Produc-tion of low-sulfur HFO requires additional processing, therefore HFO prices are expected to increase and narrow the current price gap between HFO and distillate fuels. These steps appear to suggest higher average fuel costs for ships in the near future, putting even greater emphasis on fuel-efficient operations.

Recent trends toward electric-drive or hybrid propul-sion fit particularly well with EHR, as additional recov-ered power can be directed to propulsion as well as ship service loads (Figure 3). Beyond the ability to run en-gines at efficient throttle points, the architecture allows for more effective integration of EHR systems. By generat-ing electricity that feeds into the same power distribution

continued on page 30

WW884.indd 2 7/16/14 3:55 PM

system as the source engine, the EHR system essentially boosts the output of an engine with no additional fuel consumption. This is especially true for gas turbines, which have a higher exhaust temperature and thus high recoverable energy.

Gas turbine generators

up to 35% of combined gas turbine output

Auxiliary diesel generator

Heat exchangers

CO2 heat recovery system(s)

Electric motors Propellers

Cent

ral A

C Bu

s

Ship service power distribu�on

Figure 3. Machinery arrangement for electric drive ship with exhaust

heat recovery (EHR).

The CO2 heat recovery system is based on similar ther-modynamic principles of the widely deployed Rankine Cy-cle. In this system configuration, fluids in the supercritical state do not undergo a phase transition as they are heated (e.g., the boiling process in a traditional steam system). As a result, the complexity of multipressure steam systems, which are used to avoid the so-called pinch-point prob-lems in boiling mode heat exchangers, is eliminated in a CO2 system (Figure 4). In the CO2 system, the fluid re-mains in the same phase (supercritical) in the exhaust heat exchanger (EHX) and has a relatively constant specific heat (cp), allowing for a smooth transfer of heat between the flue gas and the working fluid.

Figure 4. The system configuration of the CO2 cycle.

Heat recovery has traditionally been performed using a steam system. Three primary drawbacks with steam sys-tems are the large footprint, high maintenance require-ments, and the difficulties operating and managing wa-ter chemistry. The system size results in only large prime movers being economical heat sources. Additionally, the

30 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Next-GeNeratioN MariNe ProPulsioN

number of components necessary, especially in the dual-pressure steam system configuration, is daunting enough to keep steam from being widely adopted on medium and small prime movers.

A heat recovery system using CO2 as the working flu-id captures inherent benefits of an exhaust energy bot-toming cycle while addressing the shortcomings of the more prevalent steam option. Some of the benefits that CO2-based Rankine Cycle technology offers versus steam include: a fully automated, closed-loop cycle with no prime mover operating restrictions and integration with the ship power management system; CO2 can remain in the system, including the exhaust heat exchanger, with-out risk of rust or corrosion; the system is scalable from 200 kW to more than 50 MW and can be used on a wide range of heat sources from 240 to 600°C; and a similar thermal-to-electric power conversion efficiency as steam or ORC systems.

The thermodynamic properties of CO2 allow for sig-nificant reductions in turbomachinery weight and volume over steam systems (Figure 5) — CO2 systems typically use a single-stage turbine. The system’s closed-loop architec-ture does not require make up water or strict water chem-istry requirements, simplifying operation and eliminating the need for licensed marine steam operators. The use of CO2 eliminates the need for steam system equipment such as the condensate system, water treatment and chemistry, and steam system specific maintenance efforts. The closed-loop, sealed design simplifies operation and maintenance of the bottoming cycle. Because CO2 can also be used as a refrigerant, recovered energy can be easily transferred between generating electricity and cooling systems such as chilled-water production, air conditioning, electrical equipment cooling, and gas turbine inlet air cooling for hot-day power augmentation.

Figure 5. Relative size comparison of 10 MW steam and sCO2 turbines.

Echogen and GE Marine are bringing CO2-based EHR to commercial marine and naval applications for integra-tion with diesel engines and gas turbines.The 1.5 MW commercial marine product (EPS30M) currently under de-velopment will soon join the 8 MW gross output EPS100 system, the largest Echogen CO2 system built to date. The EPS30M is designed as a marine product, and the compa-

WW884.indd 3 7/16/14 3:55 PM

nies have engaged the American Bureau of Shipping (ABS) for design and implementation guidance. The EPS30M was granted approval-in-principal by ABS in May 2014.

In general, the performance of a CO2 system is com-parable to typical heat recovery steam generator (HRSG) systems. A case study performed to compare the EPS100 system with an equivalent steam system on a land-based GE LM2500 gas turbine (Figure 6) shows the relative performance over a range of ambient temperatures. The EPS100 data (sCO2) assumes an evaporative-cooled sys-tem condenser.

Figure 6. System output versus ambient temperature for LM2500

application.

Echogen’s EPS100 heat engine performance (sCO2) is comparable to traditional steam systems. The simple- cycle LM2500 gas turbine is shown for reference along with double-pressure and single-pressure systems.

A promising marine application for the technology is that of a combined generator set in which the CO2 EHR system is paired with a gas turbine gen-set (GTG). Be-cause of the high exhaust temperatures of the gas tur-bines, the CO2 heat recovery system can produce about 35% of the gas turbine power with no added fuel con-sumption. Therefore, a 4 MW GTG like the GE LM500 could pair with an EPS30M to become a 5.5 MW com-bined gen-set with equivalent fuel consumption as a similar power diesel generator. This combined GTG sys-tem is also highly advantageous for use in electric ship architectures. The small footprint and reduced vibrations of the GTG allow for more flexible ship arrangements because the combined sets can be installed in locations on a ship previously infeasible for diesel engines and can be easily segregated to different parts of a ship. As previ-ously noted, the technology can be scaled to larger gas turbines if desired.

The GE Marine/Echogen team believes that owners and operators will see that Echogen’s CO2 heat recovery system can accommodate a wide range of heat sources and a broad range of temperatures, covering low-speed diesels, medium-speed diesels and gas turbines of vary-ing sizes. A

Diesel & Gas Turbine Worldwide Ju ly -Augus t 2014 31

Next-GeNeratioN MariNe ProPulsioN

CRANKSHAFT

IndicatorDI-5C

✓ Accuracy✓ Accessibility✓ ✗ Indicator clocks

MADE IN SWEDENcontact@prismateknik.sewww.prismateknik.se

TIME´S UP NO MORECLOCKS

0 1010 20

20 30

40

50

50 60

60 7070

PrismaTeknik_May13_WW.indd 1 4/15/13 11:56 AM

IREN_JA14_WW.indd 1 6/17/14 2:56 PM

WW884.indd 4 7/16/14 3:59 PM

As purpose-built ships that navi-gate through ice-covered water, ice-breakers need the power to push through sea ice in a typical push-pull motion. The Swedish Maritime Ad-ministration (SMA), which operates several icebreakers in the Baltic Sea, found that these frequent and fast load changes result in a relatively high fuel consumption and smoke value for many of these vessels.

According to the Winmos project for winter navigation in the Baltic Sea (see Cooperating To Overcome Winter’s Grip, p. 34), it is necessary to improve the environmental performance of icebreakers in operation, especially concerning exhaust emissions.

For this reason, the SMA contract-ed with engine management special-ist Heinzmann for a retrofit project to upgrade the engines in its icebreaker fleet to common rail fuel injection.

er resumed its normal operation in the Baltic Sea and tests were carried out to determine the results of the en-gine’s upgrading.

“We were surprised with the very good results on the smoke values,” Kienzler said. “The black smoke dis-appeared completely and, compared to the original hydraulic governor, we determined a much better transient behavior. Results on the measure-ments of filter smoke number (FSN) have shown a reduction from 0.6 to 0.1 with the engine in full load, and from 1.0 to 0.3 in part load.”

Kienzler added that the NOx values in the exhaust gases, predictably, were not improved. “We expect the NOx values prescribed by IMO Tier 2 to be reached with an exhaust gas recircula-tion (EGR) system and no additional exhaust aftertreatment,” Kienzler said. The installation of an EGR system will be the next step for this first trial en-gine, the company said.

The other important result of the common rail retrofit during field tests was a fuel savings of higher than 7% compared to the former operation.

The project began with the retro-fit of one engine on an icebreaker equipped with five Pielstick PC 2.2 propulsion engines, each generating 3.5 MW. All the engines are 40 years old and are utilized in parallel — from two to five engines — depending on the output requirement.

The first engine was retrofitted and commissioned in December 2013. Hubert Kienzler, Heinzmann’s prod-uct manager – Common Rail systems, was responsible for the project and reported that the retrofit was carried out in 10 days and did not require major modifications to the engine itself. Kienzler said it was not even necessary to drill new holes in the cylinder head, as the injector fitted the previous bore size. The whole op-eration was managed in close coop-eration with the engine manufacturer.

After commissioning, the icebreak-

32 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Next-GeNeratioN MariNe ProPulsioN by roberta prandi

Breaking The IceHeinzmann successfully carries out its first common rail injection retrofit on a marine propulsion engine

Heinzmann carried out a common rail fuel injection retrofit project

on an icebreaker equipped with five Pielstick PC 2.2 propulsion

engines, each providing 3.5 MW of power.

continued on page 34

WW869.indd 1 7/16/14 4:04 PM

Capacitative Level Sensors TYPE CLS 20/25 with railway-approvals

Intelligent, analog tank sensors TYPE ITS 60/65 for fuels and oils

Capacitive Level Sensors TYPE CLS 40/45 with EU e1 approval

Intelligent, analog heat-wire SensorsTYPE OLT for monitoring oil sump fill levels

Capacitative Level Sensors TYPE CLS 50/55 with approvals of the classification societies

Temperature Switches and Sensors

Our products at a glance

BEDIA, a sophisticated and innovative company, develops, pro-duces and distributes well thought out solutions for level and temperature metering.

We have been concentrating our skills in the domain of measu-ring filling levels and temperatures under extreme operating conditions. We are able to offer customized solutions for the specific requirements of our customers from small-scale to large-scale series.

In doing so we are combining proven technologies with inno-vative product ideas. Our expertise and flexibility are demonst-rated in the development of various customer specific solutions.

Our products do not contain any moving or adjustable parts. They are not subject to mechanical interference and they have been designed for an exceptional operational reliability.

For many years BEDIA Motorentechnik has been a highly ap-preciated und reliable partner of leading manufacturers of agricultural and construction machinery, compressors, engines, powertrains and utility vehicles.

The high quality requirements of our global customers are our motivation for the continuous improvement of our products and processes. Stable customer relationships of many years stan-ding express the high quality of our products and the satisfac-tion of our customers.

Please feel free to contact us, we will be happy to assist you with our advice and experience.

The BEDIA team

Innovative concepts and a highly motivated team

In touch with the medium

BEDIA Motorentechnik GmbH & Co. KGGewerbepark an der A6Im Erlet 1D-90518 Altdorf bei NürnbergPhone +49 (0) 9187 9509 611Fax +49 (0) 9187 9509 1611E-mail: bedia-sales@bedia.com www.bedia.com

Visit Us At Hall B6Stand 424

Bedia_tag.indd 2 7/16/14 8:23 AM

“Thanks to the capability of single-cylinder balancing and the applied specific injection profile, the engine is now running very smoothly. This is expected to turn into benefits on service costs and the unit’s lifetime,” Kienzler said. “Additionally, measure-ments on the engine body have shown a 30% reduction in vibrations.”

Heinzmann’s scope-of-supply in-cluded the complete common rail system, engineering, installation and commissioning. The company is also able to supply the entire monitoring and control system, including the

whole sensoring circuit and touch-screen local panels for the manage-ment of data and alarms.

The project with the SMA will now move on to the retrofit of the remain-ing engines in the first icebreaker, fol-lowed by the conversion of the other icebreakers. Because of the seasonal operation of these vessels, the next steps are expected to be carried out during the summer months.

Heinzmann will also be supplying the complete EGR system, including the EGR valve. The EGR cooler will be supplied by GEA and Heinzmann

will handle the whole engineering, in-stallation and commissioning.

Kienzler added that the Finnish Trans port Agency operates the same type of icebreakers and has already shown interested in a similar upgrad-ing project.

“In general, a common rail conver-sion is recommended for all applica-tions with variable load and speed that can benefit from the electronic fuel injection,” Kienzler said. “The up-grade is advisable on most marine ap-plications. We have calculated return on investment in approximately two years based on the fuel saving results obtained with an engine output higher than 3 MW and an operation above 5000 hr/yr. Common rail retrofit is also available for locomotive and other industrial applications, where we be-lieve fuel savings can be similar.”

By using a modular concept and standard components, the retrofit can be tailored to any specific application profile, the company said. “Further improvements in the upgrade can be achieved with combustion opti-mization, and modifications of the combustion chamber and the injec-tion spray patterns,” Kienzler said. “In the case of the engine’s dual-fuel conversion, the electronic diesel fuel injection delivers the best possible conversion ratio with lowest fuel con-sumption both for the diesel and for gas operation.” A

34 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Next-GeNeratioN MariNe ProPulsioN

After the common rail retrofit, the 40-year-old Pielstick engine has shown a reduction in emis-

sions smoke values and over 7% better fuel efficiency.

The idea behind the Winter Navigation Motorways of the Sea (WINMOS) project dates back to 1963, when a cooperation agreement within icebreaking — the “Nordic Agreement” — was signed by Finland, Denmark, Norway and Sweden. Since then, a continuous development and adaption of the winter navigation system in the Baltic Sea has been ongoing.

The concept facilitated further cooperation develop-ment between the Baltic Sea nations’ icebreaking serv-ices. The main objectives of the WINMOS project are to develop the maritime winter navigation system, and to safeguard required icebreaking recourses to the future re-quirements in the EU’s northernmost waters during win-ter, when large parts of the sea are covered by ice.

The importance of continued development of the winter navigation system is demonstrated by the fact that WINMOS has been appointed as a flagship proj-ect within the European Union’s Strategy for the Baltic Sea Region.

Each year, 15% of the world’s maritime transportation — more than 750 million tonnes — traverses the Baltic Sea; around 2000 vessels are underway in the area at any given time. The sea ice can often cause huge problems for transport and trade. During a normal winter, there are about 10 000 calls to ports that have ice obstacles.

Among the projects that WINMOS is carrying out is the reduction of emissions from existing icebreakers and improvement of environmental performance. A

Cooperating To Overcome Winter’s Grip

WW869.indd 2 7/16/14 4:04 PM

MTU_JA14_WW.indd 1 6/24/14 9:56 AM

Italian transmission specialist Trans ­fluid has presented two new lines of variable, high­speed hydraulic cou­plings capable of input speeds of up to 3600 r/min for application in the pow­er generation and petrochemical indus­tries: the KSL­HS and the KPTB­HS. The couplings are mainly used for the operation of boiler feed pumps, fans, blowers, pumps and compressors.

In centrifugal machines such as pumps, compressors and fans, speed control plays a crucial role in energy savings. For example, Transfluid said that by decreasing the driving speed of a centrifugal machine to 50% of its normal operating speed, the current draw of the driving electric motor is reduced to 13% of its normal draw.

The variable­speed function can be accomplished by installing a variable­ fill hydrodynamic coupling in the drivetrain, the company said. By con­

and driven impellers can be changed. The end result is accurate control of driven machine acceleration time and precise speed variation.

The company said its KSL and KPTB series couplings are already in­stalled in hundreds of applications worldwide; the company said that from this experience it developed the new HS series of hydrodynamic couplings, which are dedicated to ex­treme operational conditions.

The KPTB­HS high­speed drive is used primarily in medium­ to low­power applications and is available in sizes 15 and 17 (the numbers indicate the nominal diameter of the working circuit in inches). These units are also available in low temperature and explosion­proof versions. The cou­pling features Viton seals and all main maintenance components are exter­nally mounted for an easy access, the company said.

The KSL­HS high­speed drive is used primarily in medium­ to high­power applications and is available in sizes 21 and 24. These units are available with an optional auxiliary lubrication system that supplies oil to the motor and to the bearings of the driven machine. Low­temperature and explosion­proof versions are available as well, Transfluid said. These units feature labyrinth seals, steel piping, externally accessible maintenance components and horizontally split exterior housing that allows mainte­nance operations without disturbing the alignment.

Transfluid said its control flow sys­tem is self­adjusting, since the drain­ing of oil from the calibrated orifices depends on the rotation speed of the outer impeller, which is directly con­nected to the driven machine. This allows the coupling to stabilize its speed in the presence of load varia­tions without the need for corrective actions and a loop control.

The system eliminates the station­ary element (the scoop) and hydrody­namic resistance in the working cir­cuit and can operate in forward and reverse. It also has all key accessories mounted externally, allowing for sim­

trolling the volume of oil circulating inside a variable­speed coupling, the output speed can be continuously changed to optimize the driven ma­chine’s performance.

Traditionally, oil volume control is accomplished via a scoop tube. How­ever, Transfluid said it has pioneered a solution based upon the most cur­rent technology — flow control.

Flow­controlled, variable­speed hy ­drodynamic couplings are based on a very simple principle, Transfluid said. The power media (oil) is withdrawn from the tank by an electric feed pump and fed to the driving and driv­en impellers of the coupling circuit. The oil is then drained by centrifugal force through calibrated orifices on the perimeter of the circuit and then returned to the tank by sheer gravity. By varying the feed pump oil flow, the volume of oil between the driving

36 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

PiPing, ValVes & Fittings

High-Speed CouplingHydrodynamic couplings used for variable-speed operation of centrifugal machines

The KSL-HS and KPTB-HS high-speed drives by Transfluid are capable of input speeds of up to

3600 r/min.

WW862_1.33pg.indd 1 7/17/14 4:06 PM

AVL EPOSTM – Open and scalable engine condition analysis system•Permanentdiagnosisoftheengineanditssubsystemsduringoperation

•Warningsincasetheenginesystemrunsintotheriskofdamage

•Predictionofrealisticmaintenanceintervalsformainandauxiliaryengines

www.avl.com/epos

AVL_JA14_WW.indd 1 7/11/14 11:37 AM

ple and inexpensive maintenance, the company said.

The speed control of centrifugal machines provides significant eco-nomic advantages compared to the use of valves or dampers because, especially in applications requir-ing a broad speed range, valves and dampers drastically reduce the over-all efficiency of the system, Trans-fluid said.

Besides hydrodynamic couplings, variable-speed control can be achieved with a frequency inverter. Accord-ing to Transfluid, although inverter technology has made some signifi-cant progress lately, hydrodynamic couplings offer some key advantages — for example, the operation of the motor at its nominal speed, powered directly by the main electrical cir-cuit. This means that less expensive standard motors can be used as op-posed to special motors designed for use with inverters.

The company also said that hydro-dynamic couplings dispense with a permanent mechanical connection between the motor and the driven ma-chine, as is the case with an inverter-based driveline.

Hydrodynamic couplings are ro-bust, reliable and less expensive than inverters, and service can be done by any qualified mechanic, Transfluid said. Also, a hydrodynam-ic coupling is installed directly in the driveline, while a frequency inverter requires a dedicated pressurized and air-conditioned room.

Transfluid said its HS couplings also offer advantages compared to the traditional scoop tube system. The scoop tube is a stationary ele-ment that is an obstacle to the oil in rotation, inducing a significant hydrodynamic resistance and lower efficiency. Also, a closed-loop feed-back is required to control the linear position of the scoop as it relates to the output speed. Additionally, ma-jor components such as the scoop and oil pump are integrated inside the coupling housing, making re-pairs difficult and time consuming, the company said. A

PiPing, ValVes & Fittings

WW862_1.33pg.indd 2 7/17/14 4:07 PM

Marine Propulsion Order Survey

Diesel & Gas Turbine Worldwide’s Marine Propulsion Order Survey is part three of three surveys designed to provide details on the markets of large reciprocating engines, steam turbines and gas turbines used in power gen-eration, mechanical drive and marine propulsion applications.

We divide the data into three re-ports in order to provide a more in-depth look at each market seg-ment. The Power Generation Order Survey (see May D&GTW 2014, p. 54) examines reciprocating engines, steam turbines and gas turbines for power generation service. The Me-chanical Drive Order Survey (see June D&GTW 2014, p. 38) is devoted to engine orders for mechanical drive applications including pumps, com-

ensure this survey is as complete and comprehensive as possible and would not have the level of detail it contains without the generous contributions of the participating companies.

It is important to note that the data in this survey does not represent units shipped, but only the total orders re-ceived during calendar-year 2013.

Geographic location is the ship-building site.

For reference, the geographic break-down that was presented to partici-pating OEMs along with the survey forms is included in this report.

OverviewShipbuilders around the world are

breathing a collective sigh of relief at what appears to be the beginning of a

pressors, oil exploration machinery, rail and other industrial applications. The Marine Propulsion Order Survey examines mechanical drive, auxiliary and diesel-electric marine propul-sions systems.

ProceduresThe Marine Propulsion Order Sur-

vey includes drivers beginning at 500 kW (0.5 MW). New orders are broken into diesel-electric, mechani-cal drive and auxiliary generating set orders. Fuel types include diesel fuel, heavy fuel and natural gas.

All data found in the survey was provided by participating OEMs. An accompanying table identifies those companies that participated in the 2014 survey. Every effort is made to

by brent haight

Increased Orders In 2013

MECHANICAL DRIVE MARINE PROPULSION ORDERS, January – December 2013

Output Range (MW)

Number of

Units

Total Engine Output for

Each Output Range (MW)

Engine Operating Speed Ranges(r/min)

Fuel Regions/Regional Codes

Below 300

300 to 600

720 to 1000

Above 1000

Diesel Fuel

Heavy Fuel

Natural Gas

Wes

tern

E

urop

e

Eas

tern

E

urop

e,

Rus

sia

& C

IS

Mid

dle

Eas

t

Far

Eas

t

Sou

thea

st

Asi

a &

Aus

tral

ia

Cen

tral

Asi

a

Nor

thA

fric

a

Cen

tral

, Wes

t, Ea

st &

Sou

th

Afr

ica

Nor

th

Am

eric

a

Cen

tral

A

mer

ica

&

Car

ibbe

an

Sou

th

Am

eric

a

0.50 to 1.00 2584 1835 0 1 5 2571 1213 252 0 536 30 32 972 434 10 0 9 507 9 45

1.01 to 2.00 2277 3299 10 20 420 1826 999 232 8 739 43 106 660 285 27 4 6 359 5 43

2.01 to 3.50 452 1155 49 10 223 170 347 105 0 29 16 14 275 12 60 0 0 44 0 2

3.51 to 5.00 94 393 27 0 20 47 59 35 0 10 2 4 58 4 0 0 0 16 0 0

5.01 to 7.50 233 1522 187 16 9 21 33 188 12 7 0 0 199 15 0 2 4 6 0 0

7.51 to 15.00 1091 10 823 1069 8 6 8 14 1053 14 0 14 0 1005 53 0 0 0 19 0 0

15.01 to 30.00 242 4692 241 1 0 0 0 240 2 1 3 0 220 16 0 0 0 2 0 0

30.01 to 50.00 107 4645 107 0 0 0 0 105 2 0 3 0 91 11 0 0 0 2 0 0

50.01 and above 42 2411 42 0 0 0 0 42 0 0 0 0 39 3 0 0 0 0 0 0

Totals 7122 30 774 1732 56 683 4643 2665 2252 38 1322 111 156 3519 833 97 6 19 955 14 90

38 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

WW887.indd 1 9/4/14 9:43 AM

market turnaround for an industry that has experienced five years of decline.

The amount of new ship orders in 2013 saw considerable increase, re-sulting in growth on a global scale. This is good news for prime-mover manufacturers operating in the ma-rine propulsion realm. OEMs partici-pating in the 2014 Marine Propulsion Order Survey (2013 order data) re-ported significant activity. Total units cataloged in this year’s survey equaled 12 160 engines, a 37% increase com-pared to last year’s report.

The Far East was once again the top geographic location (all report-ed driver types.) With 7104 units destined for the Far East, the region claimed 58% of all orders last year.

China continues to set the tone for the global shipbuilding market.

In 2013, total new orders received by Chinese shipyards amounted to 69.84 million DWT, an increase of

242% compared to 2012, according to figures from China’s ministry of information and technology. Analysts quantify that the number of new ship orders in China amounted to 47.6% of the global new orders in 2013.

Elsewhere around the world, the results are similar.

Europe is benefiting from a revival in the shipbuilding sector, primarily in new construction of specialty ves-sels such as offshore vessels, cruise ships, dredging vessels and tugs. An-alysts quantify that European yards attracted approximately 50% more orders last year than in 2012.

U.S. shipyards enjoyed a surge of demand thanks to the country’s con-tinued shale boom. Supply vessels remain in demand with myriad ship-builders along the Gulf Coast reporting steady order activity. Favorable condi-tions in the offshore oil and gas market should continue, bringing steady work

to those equipped to build the vessels required to support it.

Liquefied natural gas (LNG) is di-rectly affecting the global shipbuild-ing market. The race is on as shipyards try to increase their share of the grow-ing market for LNG carriers. Building LNG carriers requires shipbuilders to have specialized technical skills to in-stall tank linings. South Korean ship-builders now dominate the market for the vessels, with 100 LNG tankers built by the nation’s yards since 2009, compared with 20 by Chinese firms and 13 by Japanese companies.

Mechanical Drive OrdersTotal reported mechanical drive

orders reported this year were 7122 units, a 34% increase compared to last year’s survey. Units sized 0.50 to 1.00 MW accounted for 36% of the mechanical drive orders.

Marine ProPulsion order survey

MARINE AUXILIARY GENERATING SET ORDERS, January – December 2013

Output Range (MW)

Number of

Units

Total Engine Output for

Each Output Range (Mwe)

Engine Operating Speed Ranges (r/min)

Fuel Regions/Regional Codes

300 to 600

720 to 1000

Above 1000

Diesel Fuel

Heavy Fuel

Natural Gas

Wes

tern

E

urop

e

Eas

tern

E

urop

e,

Rus

sia

& C

IS

Mid

dle

Eas

t

Far

Eas

t

Sou

thea

st

Asi

a &

Aus

tral

ia

Cen

tral

Asi

a

Nor

thA

fric

a

Cen

tral

, Wes

t, Ea

st &

Sou

th

Afr

ica

Nor

th

Am

eric

a

Cen

tral

A

mer

ica

&

Car

ibbe

an

Sou

th

Am

eric

a

0.50 to 1.00 2391 1442 0 1474 917 869 1522 0 164 9 247 1842 21 3 0 1 78 0 26

1.01 to 2.00 1222 1469 0 528 694 730 486 6 246 9 5 816 48 6 0 0 67 0 25

2.01 to 3.50 280 940 0 190 90 94 178 8 53 8 0 186 8 0 0 0 5 1 19

3.51 to 5.00 174 95 0 174 0 4 170 0 4 4 0 159 4 0 0 3 0 0 0

5.01 and above 8 0 0 8 0 0 8 0 0 0 0 8 0 0 0 0 0 0 0

Totals 4075 3946 0 2374 1701 1697 2364 14 467 30 252 3011 81 9 0 4 150 1 70

continued on page 40

Diesel & Gas Turbine Worldwide Ju ly -Augus t 2014 39

DIESEL-ELECTRIC MARINE PROPULSION ORDERS, January – December 2013

Output Range (MW)

Number of

Units

Total Engine Output for

Each Output Range (Mwe)

Engine Operating Speed Ranges (r/min)

Fuel Regions/Regional Codes

300 to 600

720 to 1000

Above 1000

Diesel Fuel

Heavy Fuel

Wes

tern

E

urop

e

Eas

tern

E

urop

e,

Rus

sia

& C

IS

Mid

dle

Eas

t

Far

Eas

t

Sou

thea

st

Asi

a &

Aus

tral

ia

Cen

tral

Asi

a

Nor

thA

fric

a

Cen

tral

, Wes

t, Ea

st &

Sou

th

Afr

ica

Nor

th

Am

eric

a

Cen

tral

A

mer

ica

&

Car

ibbe

an

Sou

th

Am

eric

a

0.50 to 1.00 132 126 0 13 119 132 0 8 0 0 113 3 0 0 0 8 0 0

1.01 to 2.00 271 714 10 131 130 252 15 38 9 14 177 11 3 0 0 16 0 3

2.01 to 3.50 261 737 0 66 195 244 9 53 4 11 75 24 0 0 0 86 0 8

3.51 to 5.00 124 553 4 116 4 82 38 42 12 0 65 5 0 0 0 0 0 0

5.01 to 7.50 130 847 1 123 6 44 81 6 0 0 108 10 0 0 0 6 0 0

7.51 and above 45 832 30 15 0 15 0 0 0 0 36 6 0 0 0 3 0 0

Totals 963 3809 45 464 454 769 143 147 25 25 574 59 3 0 0 119 0 11

WW887.indd 2 7/16/14 4:17 PM

Marine ProPulsion order survey

repair facilities nationwide and hosts some of the world’s leading ship-builders, including: Japan’s Tsunei-shi, which has its second-largest fa-cility in Cebu, South Korea’s Hanjin in Subic, and Singapore’s Keppel in Batangas.

Look for orders classified South-east Asia & Australia to continue to increase, challenging North America for the number three top geographic location in our annual Marine Propul-sion Order Survey. Orders destined

ber two spot (19%) followed by North America (13%). Worth noting is that the second and third spots each saw a decline in orders compared to last year’s survey — Western Europe orders were down 7% while North American orders declined nearly 4%.

An interesting change to the ship-building landscape is the fact that the Philippines is now the world’s fourth largest shipbuilding country behind China, Japan and Korea. The Philip-pines features 121 shipbuilding and

Engine operating speeds above 1000 r/min comprise 65% of the to-tal mechanical drive units ordered in 2013. Diesel fuel again dominated the fuel type, representing 37% of the orders.

Top geographic location reflects the Far East’s dominance in the ship-building industry. Mechanical drive marine propulsion engines destined for the Far East rose by 119% com-pared to last year.

Western Europe claimed the num-

40 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

0

2000

4000

6000

8000

10000

12000

14000

Marine Propulsion Order Survey10-Year Comparison

2011201020092008200720062005 201420132012

Mechanical Drive Orders

Auxilliary Generating Set Orders

Diesel-Electric Orders

Country Information For Regions/Regional Codes D&GTW Annual Market Surveys

Western EuropeAndorraAustriaBelgiumDenmarkFinlandFrance

GermanyGreeceIceland

LiechtensteinLuxembourg

ItalyIrelandMalta

NetherlandsNorwayPortugal

San MarinoSlovenia

SpainSweden

SwitzerlandUnited Kingdom

Eastern Europe,Russia & CIS

AlbaniaArmenia

AzerbaijanBelarus

Bosnia and HerzegovinaBulgariaCroatia

Czech RepublicEstoniaGeorgiaHungary

KazakhstanKyrgyzstan

LatviaLithuaniaMoldovaPoland

Republic of MacedoniaRomaniaRussiaSerbia

Slovac RepublicTajikistan

TurkmenistanUkraine

Uzbekistan

Middle EastBahrainCyprusEgyptIranIraq

IsraelJordanKuwait

LebanonOmanQatar

Saudi ArabiaSyria

TurkeyUnited Arab Emirates

Yemen

Far EastChina

Hong KongJapan

MongoliaNorth KoreaSouth Korea

Taiwan

Southeast Asia& Australia

AustraliaBruneiBurma

CambodiaFiji IslandsIndonesia

KiribatiLaos

MalaysiaMarshall Islands

MicronesiaPalau

Papua New GuineaPhilippines

SamoaSingapore

Solomon IslandsTahitiTonga

ThailandTuvalu

VanuatuVietnam

Central AsiaAfghanistanBangladesh

IndiaMaldives Islands

NepalPakistanSri Lanka

North AfricaAlgeriaLibya

MoroccoTunisia

Central, West, East & South Africa

AngolaBenin

BotswanaBurkina Faso

BurundiCameroonCape Verde

Cen. African Rep.Chad

ComorosCongo

Cote d’IvoireDjibouti

Equatorial GuineaEritrea

EthiopiaGabonGambiaGhanaGuinea

Guinea BissauIvory Coast

KenyaLesothoLiberia

MadagascarMalawi

Mali

MauritaniaMauritius

MozambiqueNamibia

NigerNigeriaRwandaSenegal

SeychellesSierra Leone

SomaliaSouth Africa

SudanSwazilandTanzania

TogoUganda

ZaireZambia

Zimbabwe

North AmericaCanadaU.S.A.

Central America & CaribbeanBahamasBermuda

Belize

Costa RicaCuba

DominicaDomin. Republic

El SalvadorGuatemala

HaitiHondurasJamaicaMexico

NicaraguaPanama

Puerto RicoVirgin IslandsWest Indies

South AmericaArgentina

BoliviaBrazilChile

ColombiaEcuadorGuyana

ParaguayPeru

SurinamUruguay

Venezuela

WW887.indd 3 7/16/14 4:17 PM

Combined Geographic Total – All Reported Driver Types

Western Europe

Eastern Europe, Russia &

CIS

Middle East Far East

Southeast Asia &

Australia

CentralAsia

NorthAfrica

Central, West, East

& South Africa

North America

Central America & Caribbean

South America

1936 166 433 7104 973 109 6 23 1224 15 171

Engines operating at speeds of 720 to 1000 r/min received 48% of the orders.

Diesel fuel was the top choice, claiming 80% of the total orders.

The Far East remained top geo-graphic location for diesel-electric or-ders (60%) followed by Western Eu-rope (15%) and North America (12%).

Annual SurveysOn behalf of Diesel & Gas Turbine

Worldwide, thank you to all contrib-utors for your continued participa-tion in this annual survey process. It is our hope that the three surveys combined will provide an accurate snapshot of the entire large engine landscape, with fine-tuned detail provided for three market segments through each individual report — power generation, marine propulsion and mechanical drive. Electronic ver-sions of past surveys are available at our website: www.dieselgasturbine.com. Questions, comments and sug- gestions should be directed to bhaight @dieselpub.com. a

for Southeast Asia & Australia in-creased 27% between 2012 and 2013.

Auxiliary Generating Set OrdersMarine auxiliary gen-set orders to-

taled 4075 units, an increase of 57% compared to last year. Engines in the output range of 0.50 to 1.00 MW once again recorded the most orders (59%).

Engines operating at speeds be-tween 720 and 1000 r/min received 58% of the reported orders. Heavy fuel was the top fuel, accounting for 58% of all engines ordered.

The Far East was the top geo-graphic location for marine auxiliary gen-set orders, accounting for 74% of the total. Rounding out the top three spots: second place was Western Europe (11%) followed by Middle East (6%).

Diesel-Electric OrdersDiesel-electric marine propulsion

orders totaled 963 units, a 2% de-crease compared to last year.

Demand was highest in the output range of 1.01 to 2.00 MW (28%).

Marine ProPulsion order survey

Mechanical Drive Marine Propulsion Manufacturers Participating In The Survey

Marine Auxiliary Generating Unit Engine Manufacturers Participating In The Survey

Diesel-Electric Marine PropulsionManufacturers Participating In The Survey

• Caterpillar Inc.

• Caterpillar Marine

Power Systems

• Cummins Marine

• Fairbanks Morse

• Hyundai Heavy Industries

• MAN Diesel & Turbo

(including SEMT Pielstick

license-built engines)

• Niigata Power Systems

• Rolls-Royce

• Vericor Power Systems

• Wärtsilä

• Yanmar Co. Ltd.

• Caterpillar Inc.

• Caterpillar Marine

Power Systems

• Cummins Marine

• Hyundai Heavy Industries

• Niigata Power Systems

• Rolls-Royce

• Wärtsilä

• Yanmar Co. Ltd.

• Caterpillar

• Caterpillar Marine

Power Systems

• Cummins Marine

• Hyundai Heavy Industries

• Rolls-Royce

• Wärtsilä

OrderSurveyAd_ThirdBleed.indd 1 7/15/14 11:12 AM

WW887.indd 4 7/16/14 4:18 PM

With increasingly strict ship emis-sions rules being introduced in 2016, both vessel builders and operators around the world face severe chal-lenges to ensure they don’t run afoul of the regulations.

Emission Control Areas (ECA) reg-ulations have come into force in the North Sea, the Baltic, North America and other regions where ships must meet further emissions limits. In ECAs, the sulfur limit in fuel is currently 1% and will be cut to 0.5% in 2016. Be-yond ECAs, the sulfur limit falls to 0.5% by 2020 from today’s 3.5%. Ni-trous oxides (NOx) from vessels are also governed by strict International Maritime Organization (IMO) rules.

Such dramatic reductions have expanded the debate over which is the most suitable fuel for use in ma-rine propulsion.

Engine maker Rolls-Royce recently held a series of presentations and de-monstrations to outline its view that

Technology, Rolls-Royce, Marine, the change in environmental regulations and fuel costs are driving develop-ments in marine fuels for propulsion and a positive movement towards the use of LNG.

“We are at the dawn of the next transition in marine propulsion and will see fundamental changes. We see the use of heavy fuel in ships disappearing, but it will even out so heavy fuel’s share will shrink, diesel will grow and LNG will emerge as the third big, major fuel. It comes from shipowners’ need to comply,” Levander said. “That means either us-ing low sulfur fuel with the use of a scrubber or going with LNG, which is a pure gas and thus provides the simplest path.”

Richard Bowcutt, Rolls-Royce se-nior vice president, Business Devel-opment and Marketing, Merchant Marine, said, “The new emissions regulations are coming onboard and whether you believe the timelines will hold or shift, the reality is that the customers have to do something regarding emissions — they can’t just carry on as normal. There are a lot of variables that make the whole picture so complex for operators. Decisions

The world’s first LNG-fueled

escort tug, the Borgøy, and its

sister vessel, the Bokn, in ser-

vice in Norway.

liquefied natural gas (LNG) is the ideal fuel of choice for many types of vessels. The company said that LNG reduces emissions of sulfur ox-ides (SOx) and NOx, carbon dioxide (CO2) and particulates (PM) to meet IMO Tier 3 emissions regulations due to come into force in 2016.

Rolls-Royce produces a four-strong family of diesel and gas engines at its factory in Bergen, Norway. They are the C25:33 (an 1840 to 3000 kW out-put at 900 to 1000 r/min); the C26:33 (a 1400 to 2500 kW output at 900 to 1000 r/min); the B32:40 (a 2765 to 8000 kW output at 720 to 750 r/min); and the B35:40 (a 2625 to 9600 kW output at 720 to 750 r/min). Both the C26 and B35 can run on natural gas or LNG, while the C25 and B32 use either marine diesel oil (MDO) or heavy fuel oil (HFO), the company said.

According to Oskar Levander, vice president, Innovation, Engineering &

42 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Next-GeNeratioN MariNe ProPulsioN by ian cameron

LNG To Cruise Into Bigger MarketsEmissions rules making LNG more attractive fuel option

continued on page 44

WW873.indd 1 7/17/14 4:11 PM

www.hhpsummit.com PRESENTING SPONSORSTMPivotal LNG

An AGL Resources Company

RAIL

MARINE

MINING

DRILLING

PRESSUREPUMPING

Save 50 with registration code DGTP50$

HHP.indd 1 5/29/14 2:17 PM

depend not only on SOx, NOx and CO2, but also where a company oper-ates and when the regulations come into force there.”

Norway has been a leading player in the use and promotion of LNG for marine propulsion, partly through the government’s NOx Fund, which offers a range of benefits including financial support to cover additional costs of investing in gas/LNG propul-sion in shipping.

Two of the most high-profile ves-sels are the world’s first LNG-powered passenger ferries, owned by Norwe-gian shipping company Fjord Line. The Bergensfjord and the Stavanger-fjord operate on two routes between Hirtshals in Denmark and three ports in Norway.

Each 170 m-long vessel has space for 1500 passengers and is powered by Bergen 12-cylinder BV35:40P12G gas engines, each rated at 5600 kW at 750 r/min, with a pair of engines driving a Rolls-Royce Promas inte-grated propeller and rudder through a reduction gearbox for maximum fuel efficiency. A shaft generator mounted on each gearbox provides the ships’ electrical power during transit; in port, diesel gen-sets run on zero-sulfur fuel for onboard power. The ferries are capable of reaching 21.5 knots.

The original plan was to equip the ferries with diesel engines, but this order was changed to LNG so they could operate in ECAs.

LNG is stored in two 293 m3 ca-pacity tanks in separated rooms un-der the car decks. The LNG goes from each tank through a cold box where it is converted back to gas. The gas passes through a reduction unit to ensure the right pressure and temperature for the engines. A waste heat recovery system (WHRS), which converts heat in the exhaust gases to steam-generated electricity, gives a reduction in gas use of approximately 5%, Rolls-Royce said.

LNG production and delivery com -pany Skangass is also building a near-by LNG supply bunker at Risavika, Norway, to minimize the receiving vessels’ turnaround time in port. LNG can now be bunkered to vessels while passengers are onboard, further re-ducing ferry turnaround times.

Rolls-Royce has also equipped the world’s first LNG-fueled escort tug, the Borgøy, and its sister vessel, the Bokn, which are owned and operated by Norwegian company Buksér og Berging AS at the Kårstø gas terminal north of Stavanger, Norway.

Each tug has twin Bergen C26:33L6PG lean burn gas engines that each produce 1705 kW at 1000

r/min. Each vessel also has twin Rolls-Royce US35 CP controllable pitch Az-imuth thrusters, each fitted with 3 m diameter controllable pitch propellers in a nozzle. Each has a service speed of 13.5 knots and the Bollard pull is 61.7 tonnes.

The propulsion package includes a vertically mounted gas tank to save space. The singly cryogenic double-walled fuel tank has an 80 m3 capac-ity with fuel for up to six days and can be bunkered in 45 minutes, the company said. The rest of the fuel system is split and duplicated into two separate gas supply lines and power trains.

Unlike conventional diesel, which needs fuel pumps, filters and injec-tors, gas is fed to the engines by pres-sure in the LNG storage. Rolls-Royce said this means significantly less maintenance for the fuel supply sys-tem over time.

Bowcutt said the emergence of more and more LNG vessels is partly a re-sult of the NOx Fund. “What is hap-pening in Norway is what happens when the state invests and provides stimulus to support the drive towards more economic or environmentally friendly solutions. The NOx Fund al-lowed a lot of projects to take off, so the key for us is to calculate where that model will be repeated across the

44 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Next-GeNeratioN MariNe ProPulsioN

Tankers supply fuel to the Bergens-

fjord, an LNG-powered passenger

ferry that operates on two routes

between Hirtshals in Denmark and

three ports in Norway.

WW873.indd 2 7/17/14 10:18 AM

Diesel & Gas Turbine Worldwide Ju ly -Augus t 2014 45

world — the reality is that there is a differential in price,” Bowcutt said.

“Norway has been leading the way, but we are now seeing that the Eu-ropean Commission is trying to drive some policies that actually force a cer-tain amount of bunkering facilities to be available in the EU, and we have seen China being more direct and driving bunkering availability.”

“We will also see some other fu-els emerging, such as methanol,” Levander said, “but I believe that it will remain slow because its price is not attractive. It brings its own set of challenges and does not produce the same, low emissions as LNG. We will also see biodiesel emerge, but usually biodiesels are locally produced, they differ greatly in quality and the costs can be high.”

Levander said that Rolls-Royce was keen to see the use of LNG in more applications and ship types. “We want to introduce LNG into other markets,” he said. “We don’t yet have any cruise vessels with LNG, and that’s a high visibility market. To showcase this, we have made a de-sign of a cruise ship fueled by LNG: it would have four LNG tanks and then machinery based on pure gas engines.

“This would be a good solution for cruise ships, as LNG complies with emissions regulations and is also at-tractive on price — we estimate that compared to heavy fuel, a cruise op-

A Rolls-Royce design of an LNG cruise ship,

which would have four LNG tanks and ma-

chinery based on pure gas engines.

Cylmate® Sensors. Pressure under control.

Save money by tuning and controlling the combustion pressure stroke-by-stroke. Cylmate pressure sensors used on electronically controlled diesel engines enabling improved energy efficiency and lower the risk for off-hire costs.

The unique and reliable Cylmate pressure sensor has proven its maintenance- and calibration-free performance during years of continuous operation.

5 year warranty. www.abb.com/pressductor

ABB ABForce MeasurementPhone: +46 21 32 50 00

ABB_PickUp_WithTag.indd 1 7/8/14 10:14 AM

erator can save almost US$2 million/yr, a substantial savings in addition to all of the environmental benefits.

“Other applications for LNG could be the inland waterway segment, es-pecially in the U.S. The price of gas in the U.S. is attractive, so we say why not change some of the existing markets there? LNG hybrids, com-bining LNG with batteries, is also a possibility.” A

Next-GeNeratioN MariNe ProPulsioN

WW873.indd 3 7/17/14 10:18 AM

D&GTW: What are the limits, pro-visions and implementation date of the adopted IMO Tier 3 NOx standards?

Euromot: In April 2014, the IMO (International Maritime Organization) Marine Environment Protection Com-mittee (MEPC) adopted an amend-ment to MARPOL Annex 6 (Interna-tional Convention for the Prevention of Pollution from Ships) implementing NOx Tier 3 standards to the existing NOx emissions control areas (NECAs) as from January 2016.

MARPOL Annex 6 was first ad-opted in 1997 and limits the main air pollutants contained in ships’ exhaust gas, including sulfur oxides (SOx) and nitrous oxides (NOx). The provisions have been progressively tightened, a process that is still ongoing. Under the revised MARPOL Annex 6, the global sulfur cap (Regulation 14) was reduced initially from 4.5 to 3.5%, ef-fective from January 2012. It will be

and used solely for recreational pur-poses) in operation in designated sea areas prior to January 2021.

However, the new Tier 3 NOx re-quirements would also apply to ma-rine diesel engines installed on ships when operated in ECAs that might be designated in the future. The effective dates for future NECAs will be based either on the date of adoption of such a new emissions control area by the MEPC or on a later date as specified by the legislator.

In adopting the Tier 3 NOx imple-mentation date and enabling a 75 to 80% reduction in NOx emissions from new engines onboard ships, the IMO MEPC agreed on measures that are expected to have a significant ben-eficial impact on the atmospheric environment and on human health, particularly for those people living in port cities and coastal communities.

D&GTW: How was the result of the meeting achieved? Did all parties get ac-tively involved in the discussion?

Euromot: Clarity and certainty in implementation timelines for their reg- ulatory activity have been one of the IMO’s greatest assets for decades. Op-erating and managing a fleet on the basis of internationally aligned legisla-tion, with reasonable and effective lead times for the implementation of new technologies, is of crucial importance for the global maritime sector. All par-ties involved in the discussions knew the IMO’s reputation and credibility in this respect was at stake.

The chairman of the IMO’s MEPC, Arsenio Dominguez (Panama), lis-tened to all arguments brought for-

46 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Emissions Worldview

progressively lowered to 0.5%, effec-tive from January 2020, subject to a feasibility review to be completed no later than 2018. The limits applicable in ECAs for SOx and particulate mat-ter (PM) were reduced to 1.0%, begin-ning in July 2010 (from the original 1.5%); and will be further reduced to 0.1%, effective January 2015.

Progressive reductions in NOx emis-sions were carried out until the intro-duction of a more stringent Tier 3 emis-sions limit for engines installed on ships constructed on or after January 2016 operating in the then existing NECAs.

Principally, NOx control require-ments apply to installed marine diesel engines of over 130 kW output power; the actual limit value within any par-ticular emissions stage is determined from the engine’s rated speed (Table 1).

The new Tier 3 NOx requirements will not apply to super yachts (less than 454 gross tonnes, of more than 24 m in length, specifically designed

by roberta prandi

Here Comes IMO Tier 3 D&GTW spoke with Georg Diderich, president of Euromot (European Association of Internal Combustion Engine Manufacturers) and senior vice president – corporate management at Deutz, and Peter Scherm, Euromot’s general manager, about the recently adopted IMO Tier 3 limits for NOx emissions

Georg Diderich, president of Euromot (left), and Peter Scherm, Euromot’s general manager.

WW883.indd 1 7/17/14 8:28 AM

Emissions WorldviEW

ward by the national delegations. He lead the parties involved to a com-promise that balances the concerns related to the Tier 3 NOx standards’ impact on global economic business models, infrastructure requirements and compliant propulsion techniques, with the obvious need to further im-prove the environmental performance of the shipping sector and the quality of the atmospheric environment.

Euromot is an accredited observer to the IMO. We see ourselves in a role to provide technical competence and reliable know-how on advanced

Table 1. The IMO Tier 3 emissions will apply to engines installed on ships constructed on or after January 2016, operating in the then-

existing NECAs.

internal combustion engine tech-nologies to IMO MEPC members. We enable the legislator to develop technically feasible and cost-effective product regulations on the basis of comprehensive technical background information and sound engineering judgment. Our claim in this context is not to develop own policy targets.

D&GTW: Did the correspondence group’s report on the availability of com-pliant Tier 3 NOx technologies play a de-cisive role in achieving the 2016 imple-mentation date for the existing NECAs?

Euromot: The principle of conduct-ing technology background studies on best available technologies — and making them publicly available — is very common in European and inter-national legislation. ‘Available’ in this context generally means techniques that are developed on a scale that al-lows implementation in the relevant industrial sector under economically and technically viable conditions. This means taking into consideration the costs and advantages without prescrib-ing the use of one specific technique,

TierShip Construction Date (On Or After)

Total Weighted Cycle Emissions Limit (g/kWh)n = engine’s rated speed (r/min)

n < 130 n = 130 – 1999 n ≥2000

1 1 January 2000 17.0 45.n-0.2 e.g., 720 r/min – 12.1 9.8

2 1 January 2011 14.4 44.n-0.23 e.g., 720 r/min – 9.7 7.7

3 1 January 2016 3.4 9.n-0.2 e.g., 720 r/min – 2.4 2.0

continued on page 48

Our EDGs are proven in places where normal is anything but

That’s why more than 100 of our emergency diesel generator (EDG) sets safeguard US nuclear reactors, ready in seconds to supply critical emergency power, backed with factory direct service and world class engineering. Trust the proven leader.

Six 18-cylinder FM/ALCO 251 diesel engines provide emergency

backup power at the Diablo Canyon Nuclear Plant.

Fairbanks Morse 701 White Ave. Beloit, WI 53511 800.356.6955 fairbanksmorse.com

FairbanksMorse_JA14_WW.indd 1 7/15/14 3:00 PMWW883.indd 2 7/17/14 8:10 AM

48 Ju ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Emissions WorldviEW

thus guaranteeing that those compli-ant technologies are reasonably ac-cessible to the operator. It was only consequent that the MEPC set up a correspondence group on the assess-ment of technological developments to

implement the Tier 3 standards under MARPOL Annex 6 in October 2010.

The correspondence group mem-bership covered a broad spectrum of the marine transportation industry, in-cluding governmental representatives from the IMO member states, the Eu-ropean Commission, shipowners and manufacturers from expert organiza-tions (shipbuilding, oil, engine and exhaust gas aftertreatment industries). The group was chaired by the U.S.

As the representative of the inter-national internal combustion engine industry, including our sister associa-tions in the U.S. and Japan, Euromot contributed significantly to the devel-opment of the final report that was submitted to the MEPC in February 2013. Specifically, the participants identified a variety of technologies that have the potential to achieve the 2016 and later Tier 3 NOx limits, either alone or in some combination with each other. These include selective catalytic reduction (SCR); exhaust gas recirculation (EGR); use of liquefied natural gas (LNG), either in a dual- fuel (diesel pilot injection with gas-eous LNG as the main fuel) or alterna-tive fuel arrangement; and other tech-nologies such as direct water injection, humid air motor (HAM), scrubbers, treated water scrubbers, variable valve timing and lift, as well as dimethyl ether (DME) as an alternative fuel.

At the MEPC session in April 2013, some flag states raised concerns about the maturity of the technologies rec-ommended by the correspondence group, and on the adverse effects on the competitiveness of ports and the maritime transport business in gener-al. Euromot submitted an ‘information paper’ to the IMO, providing addition-al background on the current technical status of SCR, EGR and LNG, as well as on some critical aspects of the afore-mentioned Tier 3 compliant technolo-gies. We appreciated the fact that the IMO reconfirmed the recommenda-tions of the correspondence group.

What matters most to us is that we have proven ourselves as a technical-ly experienced and reliable partner for the maritime transport sector, the flag states and the regulatory bodies at the IMO. Our member companies offer a variety of technical solutions so that customers can best balance their needs in terms of cost effi-ciency, environmental performance and operational profile. Regarding the further legislation process at the IMO, Euromot remains available to consult with regions considering the designation of further NECAs and assist them to achieve a seamless in-troduction of IMO Tier 3-compliant engine technology.

D&GTW: What about NECAs? Are

Under IMO Annex VI, North

America and much of North-

ern Europe (red) are currently

classified as Emission Control

Areas (ECA) zones. Other ar-

eas (orange) are pending.

Cou

rtes

y of

DuP

ont.

AVAT_JA14_WW.indd 1 7/10/14 3:12 PMWW883.indd 3 7/17/14 8:10 AM

Diesel & Gas Turbine Worldwide Ju ly -Augus t 2014 49

Emissions WorldviEW

there any petitions from the Baltic and North Sea areas, the English Channel or from others?

Euromot: The IMO process to de s ­ignate a sea area to NOx control typi­cally takes two to three years. For the Baltic Sea, an application docu­ment has been prepared by the Bal­tic Marine Environment Protection Commission (usually referred to as Helcom) since 2008. After the last MEPC meeting, Anna Peterson, from the Swedish Transport Agency and chair of the Helcom Maritime Group, stated that determining the imple­mentation dates of future NECAs on a case­by­case basis would facilitate the discussions within Helcom of an application to the IMO to designate the Baltic Sea a NECA.

D&GTW: Do you expect other NECAs to be introduced shortly now that the limits have been clearly defined?

Euromot: The boundary conditions and clean air targets for new NECAs are clearly defined now, and the ex­isting NECAs in North America and the U.S. Caribbean Sea will demon­strate the IMO’s effectiveness soon after January 2016. In our opinion, the political breakthrough in Lon­don could only have been achieved because the IMO decided not to im­pose a rigid implementation scheme for any newly designated NECA. This decision has contributed to close consideration of environmental as­pects and the economic factors of a specific region, creating a suitable introduction period that addresses these challenges.

D&GTW: What impact on the gas in-frastructure in ports, bunkering systems, etc., is expected from the IMO’s decision to implement the January 2016 Tier 3 NOx standards in existing NECAs?

Euromot: The potential of LNG as a marine fuel has captured the imagi­nation of the shipping community, and there is certainly a strong drive to investigate adopting LNG to meet

regulatory compliance. Our regulato­ry home base is the EU, where Trans­port commissioner Kallas launched the EU Clean Power for Transport Strategy, which includes an action plan for a comprehensive EU frame­work on LNG for shipping. The commission indicated that it expects its core ports to have LNG available by 2020. The IMO global low sulfur compliance deadline will be either

2020 or 2025, depending on the out­come of a low sulfur fuel availability review in 2018.

LNG is not only considered as the ship fuel of the future for maritime, short sea and coastal shipping, but also for inland waterway transport. The LNG Rhine­Main­Danube master plan is an important project in the ex­pansion of LNG infrastructure. This

ZF IS PROPULSION.

ZF Marine Propulsion Systems supplies a completeline of commercial transmissions, thrusters,propellers and control systems, offering themaneuverability, dependability and operating speedthe marine industry requires. A global customer service and after-sales support is available on demand. www.zf.com/marine

ZF_Marine_JA14_WW.indd 1 7/14/14 1:11 PM

continued on page 50

WW883.indd 4 7/17/14 8:10 AM

50 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Emissions WorldviEW

master plan views inland navigation as a pioneer market for LNG, both in terms of the use of LNG as a fuel and its trans-portation. One vision of the master plan is that inland ports on the Rhine-Main-Danube rivers axis could become dis-tribution centers for small scale LNG supply towards their hinterland. Inland ports along the Rhine-Main-Danube axis could thereby operate as nodes from which other mar-kets (e.g., public transport, including buses) could be sup-plied with LNG.

Programs of supranational government bodies — like the IMO or the EU — that encourage LNG supply do not necessarily mean adoption will be easy and cost- efficient for the user. Market implementation will be driven by a combination of local price and regional regulation. It will be crucial to match the critical mass of investment in terminal infrastructure, bunkering systems and LNG-fueled or LNG-carrying vessels with intelligent financing tools for implementing these new technologies through competitive business models.

The full, safe and efficient exploitation of gas and dual-fuel engine technology, however, requires the develop-ment of a complete and favorable internationally aligned regulatory framework, and this is where our expertise comes in again. Euromot does not promote market-based instruments to facilitate any specific abatement technology or alternative fuel, but we are participat-ing in the current review of the IMO IGF Code (Inter-national Code of Safety for Ships Using Gases or Other Low Flash Point Fuels) for the construction and equip-ment of ships carrying liquefied gas in bulk or gas- fueled ships. We are also a stakeholder in the develop-ment of a uniform standard for technical requirements for inland waterway transport vessels in Europe. A coop-eration between the European Commission and the Cen-tral Commission for the Navigation on the Rhine that is addressing, among other things, provisions for regulating the use of LNG as a fuel that should be harmonized as closely as possible with the IMO IGF Code.

D&GTW: Are the members of Euromot satisfied with how things are progressing? Are there any aspects of the regulations that needs to be addressed or changed?

Euromot: We appreciate that the IMO has adopted a clear set of rules, avoiding the diversification of regulations away from international towards regional or stand-alone standards. This has the potential to create a larger market, enabling engine manufacturers to increase the scale of our R&D investment and benefit from economies of scale in the maritime markets, whether for seagoing ships or in-land waterway vessels. Internationally harmonized legisla-tion with effective and reasonable lead times is also good for our customers because it helps us to provide them with environmentally highly efficient and cost-effective tech-nology at competitive prices and, most importantly, at the right point in time. A

Newsmakers

HPI: Houston, Texas, U.S.A.-based HPI has appointed Gordon Sims as director of light industrial and aeroderivative turbines. Sims will oversee services related to the installation, commis-sioning and maintenance of light industrial and aeroderivative turbines, while directing business development and sales activi-ties for the division.

Sims began his career in Winnipeg, Manitoba, Canada, at Standard Aero, progressing from a mechanic to roles as energy services director and regional sales manager for the southwest U.S. and Latin America regions. Most recently, Sims worked as regional sales manager for MTU Maintenance in San Antonio, Texas, U.S.A.

MIRATECH: Don Lambert has been appointed as business development en-gineer by Miratech. Based in Calgary, Alberta, Canada, Lambert will be respon-sible for understanding customers’ busi-ness challenges and objectives related to mitigating engine exhaust noise and emissions, and liaising with R&D, engi-neering and product development teams to identify or create solutions using Mi-ratech products.

ROLLS-ROYCE: Rolls-Royce has ap-pointed Mikael Makinen as president of its marine business. He joins the company from McGregor, where he was president. Prior to that, Makinen held several senior positions at Cargotec and Wärtsilä.

Makinen will lead a business of more than 6000 people located in 35 countries. Together, they serve more than 4000 cus-tomers in the offshore, merchant and na-

val sectors, with equipment installed on 25 000 vessels.

HELLA MARINE: Hella marine has named Markus Fruehwirth as its new Eu-ropean division manager. A 20-year Hella marine veteran, Fruehwirth previously served as the company’s key account man-ager in Europe.

In his new position, Fruehwirth will con-tinue to refine the sales and marketing strategy, maintain close partnerships with distributors, feed the product development

pipeline and maintain the company’s network of recreational, commercial and workboat contacts.

CLARIFICATION: Errant data submitted by one OEM af-fected the total engine output range for reciprocating engine orders sized 5.01 to 7.50 MW in the 2014 Power Generation Order Survey (May 2014 D&GTW). The data has been replaced and an amended 2014 Power Generation Order Survey can be found online at www.dieselgasturbine.com.

D. Lambert

M. Makinen

M. Fruehwirth

WW883.indd 5 7/17/14 8:11 AM

APR ENERGY: APR Energy has pro-moted Brian Rich as its chief operating officer, with responsibility for all opera-tions, business development and market-ing activities of the company.

As COO, Rich will help APR Energy roll out its global regionalization strategy and unite corporate and regional operations and

business development resources under one umbrella. Rich reports directly to Laurence Anderson, the com-pany’s president.

Rich joined APR Energy in 2012 as senior vice president of Business Develop-

ment. He has 20 years of international en-ergy and utility infrastructure experience, holding positions such as chief executive officer of AES Africa Power Corp., as well as chief financial officer of Lebara Ltd.

PRIMA POWER LASERDYNE: Prima Power Laserdyne LLC, a manufacturer of industrial laser systems, appointed Rick Weisbarth as a regional sales manager in

North America. The move comes as the company expands its laser system business.

Previously, Weis-barth spent nine years as a Midwest regional sales man-ager for SPI Lasers, where he managed a

20-state territory. Prior to that, he worked for Lumonics (renamed GSI) for 17 years.

HOLT CAT: Holt Cat, the Caterpillar equipment and engine dealer for South, Central, North and Northeast Texas, U.S.A.,

has named Edward Craner as senior vice president, Strate-gy and Marketing. In his new role, Craner will continue to lead and develop corpo-rate strategy, market-ing and customer ex-perience initiatives to

support sales growth across the 118-county territory that Holt Cat operates.

Craner has been with Holt since 2008, most recently serving as vice president of strategy and marketing. Prior to join-ing the company, Craner worked for AT&T in sales operations and supply chain management.

NAES: Thomas Bartolomei has joined NAES Corp. as senior vice president and chief commercial officer. His responsi-bilities include developing and leading a

Diesel & Gas Turbine Worldwide Ju ly -Augus t 2014 51

Newsmakers

B. Rich

R. Weisbarth

E. Craner

INNOVATIVE SOLUTIONS. PROVEN PERFORMANCE®.

Harco_Sept12_WW.indd 1 8/10/12 2:54 PM

number of initiatives in support of NAES’ strategic plan, as well as identifying, devel-oping and implementing best commercial practices within each NAES business unit.

Prior to joining NAES, Bartolomei served as president and chief executive officer of Eco Power Solutions. Before that, he was senior vice president and chief commer-cial officer at AREVA Solar Inc., and vice president, Power and Industrial Division, at Burns and Roe Enterprises Inc.

WW_NewsmakersJulyAug.indd 1 7/17/14 8:17 AM

The increasing restrictions on ex-haust emissions have lead engine man-ufacturers to develop heavily turbo-charged engines with higher levels of exhaust gas recirculation (EGR) and/or specific exhaust aftertreatment.

These engines operate at higher tem-peratures than their predecessors — temperatures at the valves and tur-bocharger can exceed 750°C — and higher peak cylinder pressures up to 230 bar and beyond.

Frank Zwein, Federal-Mogul’s global application engineering director, valve seats and guides, said that higher EGR levels in particular cause higher particle contamination, and thus abrasion and corrosion, on the cylinder head’s in-take side. “The geometric issues can be as challenging as the tribology because of increased distortion around the cyl-inder head or higher turbocharger tem-peratures affecting press fitted bushings through differential expansion at the limit of strength under further elevated temperature,” Zwein said.

To address all these issues, Federal-Mogul said it has added a new fam-ily to its advanced valve guide mate-rial range: the FM-G15 family, which uses Federal-Mogul’s proven powder metal (PM) technology. The company

better performance than cast iron or typical powder metal alloys.

In all FM-G15 family alloys, vacuum oil impregnation provides additional tribological support and contributes to a combination of machinability and durability, Federal-Mogul added.

For valve seat inserts, the compa-ny’s portfolio offers materials that use PM technology for advanced engine applications. In addition to the com-pany’s existing high alloy PM steel-based material range, Federal-Mogul said it developed advanced PM al-loying and processing techniques to increase performance, including wear resistant carbide alloy hard particles, full-density enhanced sintering and complex phase microstructures.

One of the latest developments in this area was the introduction of hy-brid PM tool steel and stainless-steel powders that, along with performance enhancing additives, are able to cope with the high corrosion caused by sul-fur, alternative fuels and winter salt, while at the same time retaining com-pressive strength and abrasive wear resistance, Federal-Mogul said.

The offering is completed by the FM-3117 valve seat material (for high-end diesel engines), a steel ma-terial with copper infiltration and em-bedded solid lubricants and ceramic hard particles. Zwein said this valve seat material has shown excellent wear reducing properties during ex-tensive tests at Federal-Mogul.

Another highly stressed compo-nent in modern engines is the tur-bocharger, so Federal-Mogul offers advanced bushing materials for a better wear performance in even highly corrosive environments.

Olaf Weidlich, director and general manager, valve seats and guides, said, “Customers in the heavy-duty sector are finding that traditional cast bush-ing materials are no longer adequate for the increasingly aggressive condi-tions encountered in the latest high-efficiency engines.”

Federal-Mogul’s FM-T90A is a cobalt-based, fully dense sintered alloy specifically designed for ex-treme applications up to 1050°C in

also recently launched two new tur-bocharger bushing materials: the FM-T90A and the FM-T82A.

The company said the FM-G15 fam-ily offers different advanced valve guide materials: for example, the FM-G15A, an alloy developed for high-temperature wear resistance and re-duced valve stem scuffing through a combination of solid lubricants with-in a high carbon steel matrix. The sol-id lubricant package, combined with vacuum oil impregnation, is capable of retarding stem scuffing in appli-cations with high temperatures and heavy side loads, Federal-Mogul said.

For an even higher performance, the FM-G15E combines wear resis-tance with a superior friction reduc-tion, thanks to a high volume of solid lubricant captured with a heat-treated Molybdenum steel microstructure, the company said.

One step higher, the FM-G15N of-fers even better durability and wear resistance for those heavy-duty ap-plications that are subjected to ex-cessively high temperatures and side loading. The FM-G15N alloy is a chromium steel alloy matrix with a fine distribution of solid lubricants that Federal-Mogul said ensures a

52 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

AdvAncements In mAterIAl technology by roberta prandi

High-Duty Materials For Modern EnginesFederal-Mogul introduces new materials for valve seat inserts, guides, turbocharger bushings

Based on its proven metal technology, Federal-Mogul

has added the new FM-G15 family to its ad-

vanced valve guide material range.

WW875.indd 1 7/17/14 8:22 AM

corrosive or oxidizing conditions. The company said the FM-T90A is superior to ferrous alloys in harsh conditions because it offers the ad-vantages of powder metal technol-ogy, such as complex composite microstructures, not attainable by

melt and cast techniques. The co-balt matrix with carbide precipitates and solid lubricant particles produce a unique combination of wear and corrosion resistance along with high strength at elevated temperatures, Federal-Mogul added.

AdvAncements In mAterIAl technology

A Federal-Mogul expert evaluates the microstructure of advanced valve guide materials.

The FM-T82A, on the other hand, is a ferrous-based, fully dense composite material with reduced nickel content. Federal-Mogul said it provides a cost-effective solution with very good high-temperature properties in aggressive turbocharger bushing applications.

The material comprises a complex microstructure of austenite, alloy car-bides and friction-reducing solid lu-bricant particles, and is recommend-ed for operating temperatures up to 1050°C. The company said the FM-T82A derived from its well proven FM-8100 material grade, offering improved high temperature strength compared to ferritic alloys, but with a good oxidation resistance and ther-mal expansion to match common tur-bocharger housing materials.

“By working with Federal-Mogul and our latest material developments, engine manufacturers can meet future challenges with a variety of solutions designed to suit their particular appli-cations,” Weidlich said. A

800-640-3141 | MIRATECHCORP.COMENGINEERED TO PERFORM™

+

E M I S S I O N S C A T A L Y S T S • H O U S I N G S • S I L E N C E R S • S C R • D P F • S E R V I C E • T R A I N I N G • T U R N K E Y

Miratech_JA14_WW.indd 1 7/14/14 4:33 PMWW875.indd 2 7/17/14 8:23 AM

The Norwegian company Herøyhav AS has taken delivery of a 69.95 m trawler/purse seiner from Karstensens Shipyard, Denmark. The vessel is hallmarked by its MAN flexible pro-pulsion package, which offers a num-ber of fuel-saving power modes to accommodate the different fishing patterns the vessel will encounter at sea, the company said.

The propulsion package consists of a MAN 9L27/38 engine and a two-speed reduction gear that drives a MAN Alpha 4.200 m diameter duct-ed propeller. The propeller nozzle is a customized MAN Alpha AHT design. MAN Diesel & Turbo said it also sup-plied its Alphatronic 2000 propulsion control system, including the ECO Speed Pilot for optimal voyage plan-ning and speed setting.

The Herøyhav was ordered by the Ervik family of Fosnavåg, Norway, in January 2012, and replaces a previous vessel of the same name from 1999. The new fishing vessel has been up-dated with modern equipment that provides flexible and economic op-eration, both for pelagic trawling and

onboard the Herøyhav has several pow-er modes: diesel-mechanical, diesel- electrical and hybrid combinations. Its auxiliary generators can deliver 1500 kW of auxiliary power to the hybrid system, which — in combina-tion with the main-engine power of 3285 kW — offer a total propulsion output of 4785 kW for trawling or full-speed steaming.

The following ship speed and pow-er modes were verified during sea tri-als: 11.6 knots — 1400 kW (diesel- electric, variable propeller speed); 14.0 knots — 2400 kW (diesel-electric, fixed propeller speed); 15.5 knots — 3285 kW (diesel-mechanical); and 16.6 knots — 4785 kW (diesel- mechanical and electric boost).

As a result of the fuel-saving propul-sion setups for the various operational modes, MAN said the Herøyhav also limits exhaust gas-to-air emissions. Another environmentally friendly fea-ture is its coated propeller shaft, in-stalled in combination with a water- lubricated, stern-tube system that elim-inates any risk of sealing damage and any leakages of stern-tube oil to the sea in the event of impact with fishing gear wires, the company said.

Karstensens Skibsværft A/S is a mod-ern shipyard with some 250 employees at its new building and repair/service facility in Skagen, Northern Jutland. The company said its yard is capable of building a broad variety of ship types up to a length of circa 135 m, includ-ing fishing vessels, tankers, freighters, ferries, naval offshore patrol vessels and other special-purpose vessels. A

The Herøyhav’s engine room features an MAN 9L27/38 main engine.

purse-seine fishing in the Atlantic Ocean along Norway’s coast.

A hybrid configuration is a fuel-efficient and flexible power and pro-pulsion system with high redundancy. Hybrid propulsion systems are a com-bination of electric propulsion and die-sel drive, and enable ships with vari-able power requirements to run at high propeller efficiency. A large number of operational modes are available, which enable the engine and propeller to run optimally over a wider power range.

MAN said its propulsion system

54 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Next-GeNeratioN MariNe ProPulsioN

Hybrid Propulsion SystemMAN hybrid package adds flexibility, optimization, environmental safety to vessel

The Herøyhav, pictured at Karstensens Shipyard, will pursue pelagic trawling and purse-seine

fishing along Norway’s coast.

WW831.indd 1 7/17/14 8:28 AM

Monitoring SoftwareCMR Group has improved its Clarinux diesel engine moni-

toring software, which now features a new graph ical interface. The LINUX-based software is Bureau Veritas (BV) classified for marine use and enables analogics or binary data trends to be dis-played on a touch screen monitor.

Up to 2000 channels can be controlled and monitored us-ing the software. Other features include selective data acquisition and logging for improved stor-age, rapid page navigation and

faster connectivity between local display units, CMR said.Users also have control of functions such as prelubrication

and preheating. Enhanced engine starting sequencing, pumps/compressor compliance and additional sensor inputs have also been incorporated for improved use by the system operator, the company said.

www.cmr-group.com

CoMbuStion Signal ProCeSSor getS Marine aPProvalS

The marine version of Avat Automations’ combustion signal processor E²PRECON-M for gas engines is now type-approved by

classification so-cieties GL, DNV and BV.

E²PRECON-M is de signed to acquire and pro-cess data from in-cylinder pres-sure sensors on spark-ignited or dual-fuel marine

gas engines. It is capable of delivering the full range of values re-quired by engine builders to enable cylinder pressure-based con-trol and advanced monitoring and diagnosis, the company said.

Used as a service tool, E²PRECON-M provides cylinder-spe-cific data for engine balancing, condition monitoring or mainte-nance planning.

Avat Automation will present the marine version of its proven combustion monitoring processor as well as its entire Marine Gas Engine & DF control solutions at the SMM exhibition in Ham-burg, Germany, in September.

www.avat.de

new teChnology MeterSOTEK has released its New Technology Meters (NTM), which

use nanotechnology and ultra-efficient LEDs to produce an au-

tomatic tricolor bargraph with four digit display that requires 50 mW of power from the signal, the com-pany said.

Model NTM-5 is avail-able in metal (nickel- plated aluminum) or plas-tic (94VO rated) and is compatible for panel cut-outs of 76.2 x 142 mm and bezels of 78.7 x 152.4 mm.

The NTM-5 includes isolated Serial I/O (USB/RS485) to detect and alert when the input has failed. The firmware includes four alarm set points, math func-tions, polynomials, X-Y ta-bles, tare, scale, offset and much more for complex al-gorithms. The NTM-5 is available in up to four channels, making it ideal for display/control of pressure, flow, volume and tempera-ture, the company said.

www.otekcorp.com

Diesel & Gas Turbine Worldwide Ju ly -Augus t 2014 55

Featured Products

Air StartersPowerful high pressure starters (30 bars) to start engines up to 7.000kw and more.

Turning Mechanism (Barring motors)For engine build up and service work.

Shut off valvesImmediate emergency stop of the engine in case of safety reason.

Hydraulic StartersFor special application and emergency sets.

OthersAtex Starters-Compressor Sets-Hydraulic Station...

www.galigrup.com

Meet us at SMM Hall 3 Stand A3.400

Gali_JA14_WW.indd 1 7/16/14 9:47 AMWW_Products_JulyAug.indd 1 7/17/14 10:31 AM

San Jose, California, U.S.A.-based NK Technologies has introduced its ASC Series Switches. The company said these current-operated switches are precision calibrated at the fac-tory per customer specifications.

NK Technologies said the ASC switches combine a current trans-former, microprocessor-based signal conditioner and limit alarm contact into a single package for use in sta-tus monitoring or proof of operation applications. Targeting OEM appli-cations where the need for a limit alarm is required, ASC switches are designed for proof of flow; conveyor jam and overload detection; multiple- section conveyor interlocking; and control of lighting circuits or electri-cal heaters, the company said.

Current-operated switches are self-powered, which simplifies installation and cuts operating cost, the company said. Compatible with most automa-tion systems, ASC switches provide a magnetically isolated N.O. or N.C. solid state output for control circuits rated up to 135 Vac or Vdc. The cus-tomer-specified set trip point (from 2 to 150 Amps) is precision calibrated

units can attach with optional DIN rail brackets. The switch casing has a UL94 VO flammability rating. Oper-ating environment is rated for -20 to 50°C, and 0 to 95% relative humidity noncondensing. All units are designed to meet UL, CUL and CE Approval.

NK Technologies has also released its APT power transducers, which measures three phases of current and voltage and produces an industry standard analog signal proportional to the watts used.

The monitor uses current trans-formers to measure the amperes and the line voltage connects directly to the transducer, up to 600 Vac. By comparing the instantaneous current flow with the circuit voltage, the pow-er factor — whether leading or lagging — allows the APT transducer to pro-duce a signal directly proportional to the wattage used.

The APT power transducer can be configured to accept 5 Amp second-ary current transformers, or NK Tech-nologies’ ProteCT low voltage output sensors. Either type of current sens-ing will produce an accurate output signal to help identify areas of exces-sive energy consumption and allow intervention to reduce demand, the company said.

APT power transducers are exter-nally powered and offer 4 to 20 mA, 0 to 5 Vdc or 0 to 10 Vdc output. They are housed in a compact DIN mounted case with a low profile that reduces the need for large cabinet depth requirements. A

NK Technologies’ ASC current switches are offered in two configurations: a split-core case with

a hinged opening (left), or a solid-core case with a thru-hole sensing aperture.

at the factory. Switch response time is 120 ms. An LED indicator provides visual confirmation of contact status.

ASC switches are offered in two configurations: a solid-core case with a 19 mm thru-hole sensing aperture, or a split-core case with a hinged open-ing to provide a 21.6 mm square sens-ing aperture. Package dimensions of both configurations are approximate-ly 90 mm (width) x 57 mm (height) x 5 mm (depth).

Built-in mounting feet accommodate simple two-screw panel mounting, or

56 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

Industry news

Flip Of The SwitchPrecision-calibrated current switches simplify installation; power transducer measures wattage consumption

The APT power transducer

produces an industry stan-

dard analog signal propor-

tional to the watts used.

WW834.indd 1 7/17/14 8:31 AM

Gas Flow sensors

Siargo Ltd. has produced a product catalog highlighting its low-power and integrat-ed flow system measurement technologies. The company’s sensors can measure gas flow in a pipe diameter from 0.5 mm to 2 m and with a flow speed from 5 mm/sec up to 75 m/sec.

www.siargo.com

enGine & emissions Control

The Woodward E3 retrofit gas engine control system family is detailed in a com-pany brochure. Several types of E3 controllers focus on specific fuel strategies such as lean-burn trim, lean-burn full authority for a single-fuel, lean-burn full authority fuel blending and rich-burn trim.

www.woodward.com

low-Pressure air starter

Information is available for TDI Tech Development’s low- pressure air starter, the TDI 56G-LP TurboStart. The 115 kW unit is designed for ap-plications on GE LM500, LM1000, LM1600, LM2500, LM5000 and LM6000 gas turbine engines.

www.tdi-turbostart.com

aCoustiC & emissions teChnoloGies

A brochure by Universal AET discusses the company’s gas turbine retrofit capabilities and inlet and exhaust systems. The literature lists the components the company designs, manu-factures and installs within the inlet and exhaust systems segment, as well as the myriad services it provides.

www.universalaet.com

Literature Library

Napier is a world leader in the design, manufacture and support of OEM industrial turbochargers.Retrofi t Solutions - driving down total lifecycle costs through reduced fuel consumption and improved reliability. Contact Napier today to discuss retrofi t options for your turbocharger.

www.napier-turbochargers.comSALES AND SUPPORT +44 (0)1522 516665

Visit us at

SMM Hamburg9-12 SeptemberHall A3, Stand 401

Napier_JA14_WW.indd 1 7/7/14 9:49 AMWW_LIT_JulyAug.indd 1 7/17/14 8:37 AM

Advertiser PAge Number Advertiser PAge Number

follow dgtww on

ABB AB .........................................................................................45

AVAT Automation GmbH ............................................................48

AVL LIST GMBH ............................................................................37

BEDIA Motorentechnik GmbH & Co. KG ....................................33

CMR Group ................................................................. Fourth Cover

* ECG, Ellwood Crankshaft Group .................................................22

Enercon Engineering ................................................ Second Cover

* Fairbanks Morse ...........................................................................47

* Federal-Mogul Burscheid GmbH .................................................16

FSX Equipment Inc. ......................................................................13

GALI INTERNACIONAL, S.A. .........................................................55

* GEA Westfalia Separator Group GmbH ......................................27

GE Marine .......................................................................................1

HARCO ..........................................................................................51

* Heinzmann GmbH & Co. KG .......................................................25

HHP Summit 2014 ........................................................................43

Hitachi Nico Transmission Co., Ltd. ...............................................7

Hottinger Baldwin Messtechnik GmbH ......................................11

HYTORC Industrial Bolting Systems ..............................................9

IREN Energia .................................................................................31

* L’Orange GmbH ...........................................................................29

* MAN Diesel & Turbo ......................................................................5

Manner Sensortelemetrie GmbH ................................................22

Meggitt Sensing Systems .............................................................21

MIRATECH ....................................................................................53

* MTU Friedrichshafen GmbH ........................................................35

Napier Turbochargers Ltd. ..........................................................57

* OPRA Turbines ............................................................. Third Cover

Power-Gen Asia 2014 ...................................................................24

Prisma Teknik AB .........................................................................31

SGF Süddeutsche Gelenkscheibenfabrik GmbH & Co. KG .........19

Shinkawa Electric .........................................................................13

* Thermamax Hochtemperaturdämmungen GmbH .....................17

ZF Friedrichshafen AG Marine Propulsion Systems ....................49

* ZORYA-MASHPROEKT .................................................................23

ADVERTISERS’ INDEX Need Fast Answers? Go To www.dieselgasturbine.com

* Further information on this company’s products can be found in the 2014 edition of the diesel & gas turbine sourcing guide (www.Dieselandgasturbineguide.net)

and/or the 2014 Compression technology sourcing supplement (at CTSSnet.net).

4. Name _________________________________________________ TITLe ____________________________________________

CompaNy __________________________________________________________________________________________________

address ___________________________________________________________________________________________________

CITy & sTaTe/or/CouNTry _____________________________________________ posTaL/zIp Code _____________________

sIgNaTure (requIred) _____________________________________ daTe (requIred) ________________________________

e-maIL (requIred) ___________________________________________________________________________________________

maNufaCTurer: eNgINes or reLaTed CompoNeNTs40 Manufacturer of Diesel, Natural Gas, Dual Fuel Engines41 Manufacturer of Gas Turbine Engines62 Manufacturer of Industrial & Marine Power Transmission Products,

Engine Components & Accessories, and Control Systems63 Manufacturer of Driven Machinery including Generators, Pumps

and Compressors

TeChNICaL supporT orgaNIzaTIoN91 Consulting Engineer or Contractor92 Project Developer or Investment Company95 Research and Development, Technical Support Organizations,

Technical Universities and Libraries97 Students 54 Engine Overhaul/Service Facility50 Engine Distributor or Agent

raIL TraNsIT79 Railroad/Rail Transportation Company

oIL & gas INdusTry71 Oil & Gas Exploration or Drilling Company, Oilfield Contractor72 Gas or Petroleum Pipeline and/or Storage Company73 Petrochemical, Hydrocarbon and/or Gas Processing Company

eLeCTrIC power geNeraTIoN81 Electric Power Utility82 Industrial/Commercial Firm Producing Own Power65 Manufacturer of Power Generating, Compression or

Pumping Sets and Systems

marINe & NavaL35 Shipbuilder or Naval Architect36 Operator or Owner of Marine or Naval Vessels37 Government or Military Naval Authority38 Manufacturer or Packager of Marine Propulsion Systems —

Main and/or Auxiliary

oTher99 None of the above. My company’s business is

3. my Job fuNCTIoN Is:

EN Engineering

PR Production/ Purchasing

OP Operating/ Maintenance

AD Administrative/ Marketing

OT Other (describe)

2. My CoMpany’s priMary Business is... (Please Check One)

DEDICATED TO ENGINE ROOM PRODUCTS, TECHNOLOGIES & NEWS

iMporTanT

You must check BOTH a Business and Job

Function box for your subscription to be

processed. Please sign & date card

1. Do you wish to receive Diesel & GasTurbine Worldwide Magazine free ofany charges

yes m Digital or m Print

No

Web: www.dieselgasturbine.com • Phone: +1 262-754-4121 • Fax: +1 262-754-4175E-mail: slizdas@dieselpub.com • Address: 20855 Watertown Road, Suite 220, Waukesha, WI 53186

CompLeTe The 4 boXes for your free subsCrIpTIoN.

n NEW

n RENEW

WW_tabletop_2013.indd 2 8/19/13 9:55 AMWW_JA14_AdIndx.indd 1 7/17/14 4:27 PM

Custom Reprints AvailableArticles in Diesel & Gas Turbine Worldwide can be re printed at a very reasonable cost and used for effective direct mail purposes, answering inqui-ries, trade show distri bution and many other sales development activities. These reprints can be pro-duced to your specifi cations in one or multi-color formats on selected paper in standard 8 x 10 1/2 or DIN A4 sizes. Layout and production services are also available. Contact Reprint Manager for information.

Mary Graesingmgraesing@dieselpub.com

Phone: 262-754-4147Fax: 262-754-4177

Diesel & Gas Turbine Worldwide Ju ly -Augus t 2014 59

Marketplace

FOR SALEGAS TURBINE GENERATORS

DIESELS – TURBINES – BOILERS24/7 EMERGENCY SERVICE • IMMEDIATE DELIVERYwww.wabashpower.com • info@wabashpower.com

POWEREQUIPMENT CO.wabash 1-800-704-2002

3750KW / 4688KVA4400KW / 5500KVA

Solar T60SDual Fuel, SoloNox

(1) 40MW GECFR-6B GAS 50/60 Hz

(1) 22MW GEFR-5P, Oil/Gas

Wabash_2.25X2.1Class.indd 1 12/11/13 1:15 PM

EXPLOSION PROOFAC&DC ENGINE STARTING SYSTEMS• STARTER MOTORS • ALTERNATORS

• SWITCHES • CLASS I, DIV. 1&2, GROUP D

UNITED STATES ENERGY CORPORATION1600 MISSILE WAY, ANAHEIM, CA 92801

(714) 871-8185 • (714) 871-9229 FAXWWW.USENERGYCORPORATION.COM

U.S. Energy Corp 1k x 1" 3/11/03 11:06 AM Page 1

2014 CLASSIFIED AD RATESDisplay or non-display classified advertising accepted. Rate is $130.00 per column inch, one inch minimum. Photographs not accepted. No charge for typesetting. Payment must accompany order. For an immediate price quote fax or e-mail your ad copy to:

Sarah Yildiz • E-mail: syildiz@dieselpub.com • Fax: (262) 754-4175 • Phone: (262) 754-4146

ARLA Engineering Service

to Simulate Vibrations in Drive Systems• torsional and lateral vibration analysis• rotordynamics & bearing analysis (fluid-film)• considering complete drivelines with motors, engines, compressors, gears, couplings• steady-state and time-transient simulation• simulation software (ARMD 5.8)

Int’l Seminar ROTOR DYNAMICS & BEARINGS Cologne, Germany: October 6-10, 2014

ARLA Maschinentechnik GmbH,GERMANYInternet: www.arla-online.com

Arla_2014.indd 1 2/17/14 8:43 AM

SyStemS engineer Wanted

90+ year old U.S. based privately held company looking for 10+ year sys-tems engineer for fuel gas systems, primarily for the gas turbine market. Must have packaging and system engineering experience for fuel gas systems.

Willing to consider both consulting basis as well as full time.

Please direct all inquiries and submit resume to: resume@dieselpub.com

Watlow_JA14_WW.indd 1 6/19/14 1:54 PM

As a child, was your dream to grow up and become a trade journalist? Have you ever looked up at the stars and wished that one day you could call yourself a wordsmith? Stop longing to be a part of editorial ranks and apply today! Everything you ever heard about trade journalism is true — the action, the adventure, the danger, the excitement.

Fact: Neil Armstrong became an astronaut because being the first man to walk on the moon was “easier” than being a trade journalist.* Fact: Igor “Boom Boom” Martinez became a world-renowned munitions expert because

“defusing bombs is less stressful than cranking out copy.”*

Think you have what it takes to join the elite few who proudly call themselves trade magazine editors?

Diesel & Gas Turbine Publications is seeking a Deputy Editor to work out of its Houston office. The Deputy Editor will assist the Publisher in all aspects of planning and executing editorial content. That’s right, executing.

The position involves writing, editing, advertising sales and account management.

Desired Skills and Experience: •ExperiencewithinthePowerGeneration,Oil&Gasorotherenergyrelatedindustryisamust •FamiliaritywithGasTurbine,SteamTurbine,ReciprocatingEngine,CompressorOEMsisaplus •Musthavegoodunderstandingofmagazineeditorialprocess •Musthavewritingexperience •Previoussalesexperience/accountmanagementexperienceisaplus •Ninjaskillsaplus

Visit http://bit.ly/WWhiring for more details.*Notanactualfact.Wetotallymadethatupbecause,well,howcoolwoulditbeifitweretrue?

DeputyEditor_Classified.indd 1 7/10/14 3:53 PM

A

WW_JulyAug14_Mrkplc.indd 1 7/17/14 8:38 AM

Diesel is the name of a fashion label. It’s pretty popular and trendy and sells a wide variety of items, notably pricey jeans and accessories. Its website is populated by sickly, gaunt-looking models. They look positively ill as they show off the latest designs, so the label must therefore be fashionable.

Diesel is also a fuel used in a wide variety of applications, not least the marine industry. And depending upon who you listen to, it’s pretty unfash-ionable in that setting.

If diesel fuel was a fashion item or label, you suspect it would be offered for sale with a sign hanging from it saying, “Last Year’s Stock” or “Re-duced To Clear.”

This season’s must-have accessory for marine operators seems to be liq-uefied natural gas which for the less-fashion conscious is known as LNG and is a natural gas that has been cooled and liquefied. In this state, it occupies a fraction of the space it would as a gas. When it needs to be burned in an engine, it must be re-turned to a gas by a regasification unit. It burns much more clearly than other marine fuels, its proponents point out.

Elsewhere in this issue of Diesel & Gas Turbine Worldwide, there is a re-port based around how one engine

a move that represents a significant shot in the arm and vote of approval for LNG, the port has just announced that ships powered by the fuel can expect a substantial reduction in the port tariff when they call there.

The discount comes into effect in 2015 and will last for four years, with the aim of encouraging more shipping companies to switch to the cleaner fuel. LNG-powered ships receive a to-tal tariff discount of 30% when they use the port. Magnus Kårestedt, the port’s chief executive, said, “It has been our firm belief for a long time that LNG is the fuel of the future.”

Similar incentives are in place in the Netherlands. The Port of Rotterdam Authority has several incentive pro-grams encouraging shipping compa-nies in their transition to LNG, such as the discount on port dues granted to vessels that choose LNG as their bun-kering fuel of choice.

At the Port of Antwerp in Belgium, officials are equally keen on LNG, also calling it the “ship fuel of the future,” and promoting and facilitating its use.

Of course, it would be wrong to sug-gest that the future for diesel as a ma-rine fuel is limited; it is just that at the moment, to some observers, it feels in need of a public relations makeover. A

builder, Rolls-Royce, is supplying its engines to various vessels that run them using LNG.

At a demonstration in Norway, the company highlighted how LNG- fueled engines are powering passen-ger ferries and tugs there with impres-sive benefits to shipowners. These in-clude significantly reduced emissions of sulfur and nitrous oxides (SOx, NOx), carbon dioxide (CO2) and par-ticulates (PM), a vital requirement if vessels are to meet ever stricter envi-ronmental emissions regulations.

Despite the growing chorus of ap-proval for LNG as a marine fuel, die-sel will remain in widespread use and may grow in popularity in the marine sector. It’s just not hip at the moment.

It is not only engine builders want-ing to sell more LNG-fueled engines that are shouting from the rooftops about the fuel’s star qualities. Port op-erators, who can make good money providing a base for ships regardless of which fuel they use, are increasing-ly bullish, supportive and proactive when it comes to promoting LNG.

With more than 11 000 vessel calls every year, the Port of Gothenburg in Sweden is the largest port in Scan-dinavia with almost 30% of Swedish foreign trade passing through it. In

LNG Is All The Rage

by ian cameron, ashbourne, england

60 J u ly -Augus t 2014 Diesel & Gas Turbine Worldwide

WW872.indd 1 7/17/14 8:40 AM

OPRA

OP16 RADIAL GAS TURBINE GENSETS

!T U R B I N E S

The 2MW class OP16 gas turbine is sophisticated simplicity at its best, resulting in a robust design for high reliability and dependability, with a unique all radial confi guration, effi cient fl ow path and advanced metallurgy.

Compact & Low WeightUltra Low emissions and Flexible Fuel OptionsHighest Effi ciency in its Power ClassHigh Temperature Exhaust GasSimple, Robust and Reliable

sales: sales@opraturbines.comtel +31 (0) 74 245 21 21www.opraturbines.comHengelo, The Netherlands

BACK INSIDE COVER

OIL & GAS: ONSHORE AND OFFSHORE

POWER GENERATION, FLARE ELIMINATION

MARINE: AUXILIARY AND STANDBY POWER

INDUSTRIAL: COGENERATION, TRIGENERATION,

DIRECT DRYING,

DISTRICT HEATING: HOTELS, SKI RESORTS,

DISTRICT COOLING, REMOTE SITES

WASTE TO ENERGY: WASTE TO ENERGY: MUNICIPAL WASTE,MUNICIPAL WASTE,

SYNGAS, PYROLYSIS GAS

OPRA Turbines will exhibit at:Rio Oil & Gas, 15-18 Sep, 2014, Rio de Janeiro, BrazilPower-Gen International, 9-11 Dec, 2014, Orlando, Florida, USAPower-Gen Asia, 10-12 Sep, 2014, Kuala Lumpur, MalaysiaOSEA, 2-5 Dec, 2014, Singapore

op162mw rangeall radial gas turbine

OPRA_JA14_WW.indd 1 6/11/14 11:28 AM

http://www.dgtww-digital.com/dgtww/july-august_2014/TrackLink.action?pageName=C4&exitLink=http%3A%2F%2Fwww.cmr-group.com