Technical-papers

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  • Mar 05, 2015

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    Shaft Generators for MC and ME engines
    The purpose with this paper is to provide detailed information about different categories of shaft generators driven by a MAN B&W low speed marine engine used for ship propulsion. The paper describes different types of marine shaft generators and their configurations, with the physical connecting interfaces to the main engine or to the intermediate propeller shaft. It will provide a description of relevant aspects and can be used for reference.
    PDF, 1.96 MB
  • Jun 11, 2014

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    The MAN B&W Duel Fuel Engines – Starting a New Era in Shipping
    The need for seaborne transportation will increase significantly in the years to come. At the same time, the heavy fuel oil (HFO) price is increasing, stricter emission requirements are coming into force and the public is becoming more concerned about the environmental footprint of shipping. As a result, the industry is investigating in alternative fuels for shipping. Liquefied natural gas (LNG) is an attractive option and is expected to be cheaper than fuel oil in the future.
    PDF, 793.24 KB
  • Sep 05, 2014

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    Using Methanol Fuel in the MAN B&W ME-LGI Series
    Methanol as a ship fuel is interesting for ship operators because it does not contain sulphur and is liquid in ambient air conditions which makes it easy to store on board ships. So for ships operating in International Maritime Organization (IMO) emission control areas (ECA), methanol could be a feasible solution to meet sulphur requirements.
    PDF, 454.71 KB
  • Aug 15, 2013

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    Service Experience Two Stroke Engines
    This paper describes in detail the service experience of the new generation of super-long stroke S and G Mk 9 type engines. Focus will be on the cylinder condition in general and cold corrosion control in particular. The service experience with new jacket cooling water systems, new cylinder oils (BN 100 types), modified combustion chamber design and new versions of the Alpha Lubricators (main focus: Alpha Mk II) will be outlined.
    PDF, 3.29 MB
  • Sep 01, 2012

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    Waste Heat Recovery System
    The increasing interest in emission reduction, ship operating costs reduction and the newly adapted IMO EEDI rules calls for measures that ensure optimal utilisation of the fuel used for main engines on board ships. Main engine exhaust gas energy is by far the most attractive among the waste heat sources of a ship because of the heat flow and temperature. It is possible to generate an electrical output of up to 11% of the main engine power by utilising this exhaust gas energy in a waste heat recovery system comprising both steam and power turbines, and combined with utilising scavenge air energy for exhaust boiler feed-water heating.
    PDF, 2.02 MB
  • Sep 01, 2012

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    ME-GI Dual Fuel MAN B&W Engines
    This paper describes the latest developments in ME-GI dual fuel MAN B&W two-stroke engines and associated fuel supply systems. The discussion and interest in lowering CO2, NOx, SOx and particulate emissions have increased operators’ and shipowners’ interest in investigating future fuel alternatives.
    PDF, 1.50 MB
  • Apr 22, 2014

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    G60ME-C9 Vibration Performance
    MAN Diesel & Turbo has successfully completed structural vibration measurements on the first Green Dolphin 64,000 dwt bulk carrier propelled by the new »green« G-type ultra-long stroke 5G60ME-C9 main engine.
    PDF, 536.42 KB
  • Oct 02, 2013

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    Propulsion of 2,200-2,800 teu Container Vessel
    The main ship particulars of 2,200-2,800 teu container vessels are normally approximately as follows: the overall ship length is 210 m, breadth 30 m and scantling draught 11.4-12.0 m. Recent development steps have made it possible to offer solutions which will enable significantly lower transportation costs for larger feeder container vessels as outlined in the following. One of the goals in the marine industry today is to reduce the impact of CO2 emissions from ships and, therefore, to reduce the fuel consumption for the propulsion of ships to the widest possible extent at any load.
    PDF, 1.01 MB
  • Mar 03, 2014

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    Propulsion of 200,000-210,000 dwt Large Capesize Bulk Carrier
    The main ship particulars of 205,000-210,000 dwt large capesize bulk carriers are normally approximately as follows: the overall ship length is 299.9 m, breadth 50 m and scantling draught 17.9-18.4 m. Recent development steps have made it possible to offer solutions which will enable significantly lower transportation costs for large capesize bulk carriers as outlined in the following. One of the goals in the marine industry today is to reduce the impact of CO2 emissions from ships and, therefore, to reduce the fuel consumption for the propulsion of ships to the widest possible extent at any load.
    PDF, 958.56 KB
  • May 20, 2013

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    Propulsion of 7,000-10,000 dwt Small Tanker
    The main ship particulars of 7,000-10,000 dwt small tankers are normally approximately as follows: the overall ship length is 116 m, breadth 18 m and scantling draught 7.0-8.0 m. Recent development steps have made it possible to offer solutions which will enable significantly lower transportation costs for small tankers (and bulk carriers) as outlined in this paper
    PDF, 947.51 KB
  • Nov 20, 2012

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    Propulsion of 30,000 dwt Handysize Bulk Carrier
    The main ship particulars of 30,000 dwt Handysize bulk carriers are normally approximately as follows: the overall ship length is 178 m, breadth 28 m and design/scantling draught 9.5 m/10.0 m, see Fig. 1. Recent development steps have made it possible to offer solutions which will enable significantly lower transportation costs for Handysize bulk carriers (and tankers) as outlined in this paper
    PDF, 1022.12 KB
  • Dec 20, 2012

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    Propulsion of 46,000-50,000 dwt Handymax Tanker
    The main ship particulars of 46,000-50,000 dwt Handymax tankers are normally as follows: the overall ship length is 183 m, breadth 32.2 m and design/scantling draught 11.0 m/12.2 m. Recent development steps have made it possible to offer solutions which will enable significantly lower transportation costs for Handymax tankers (and bulk carriers) as outlined in this paper. One of the goals in the marine industry today is to reduce the impact of CO2 emissions from ships and, therefore, to reduce the fuel consumption for the propulsion of ships to the widest possible extent at any load.
    PDF, 1.03 MB
  • Nov 20, 2012

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    Ice Classed Ships Main Engines
    Many merchant ship types are built for a given ice class notation which depends on the classification society and on the ice form and thickness during winter operation. Building a ship for an ice class for winterisation means for example that the hull has to be thicker with stronger girders, beams and bulkheads which, of course again, depend on the degree of ice class.
    PDF, 2.00 MB
  • Sep 17, 2013

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    Basic Principles of Ship Propulsion
    For the purpose of this paper, the term “ship” is used to denote a vehicle employed to transport goods and persons from one point to another over water. Ship propulsion normally occurs with the help of a propeller, which is the term most widely used in English, although the word “screw” is sometimes seen, inter alia in combinations such as a “twin-screw” propulsion plant.
    PDF, 1.23 MB
  • Sep 01, 2012

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    Engine Management - Concept for LNG Carriers
    The world has enormous quantities of natural gas, but much of it is located in areas far from where the gas is needed. To move this environmentally friendly fuel across great distances, across oceans, natural gas must be converted into liquefied natural gas (LNG). Shipping is a vital component in any LNG supply train. But an LNG project’s shipping could simply be considered as a floating pipeline for the transportation of LNG, therefore LNG shipping is normally considered in the long term.
    PDF, 953.55 KB
  • Sep 01, 2012

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    Costs and Benefits of LNG
    The use of liquefied natural gas (LNG) as ship fuel has recently gained more attention in Europe, but also in Asia and the USA. There are three visible drivers which, taken together, make LNG as ship fuel one of the most promising new technologies for shipping.
    PDF, 1.40 MB
  • Sep 01, 2012

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    Service Experience Small Bore Four-Stroke Engines
    For the small bore four-stroke engines, considerable know-how is available in Denmark within the four-stroke organisation at Holeby. The MAN Diesel & Turbo Holeby organisation is the day-to-day cooperation partner when it comes to component sales, technical support, GenSet and engine design, etc.
    PDF, 1.30 MB
  • Sep 01, 2012

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    Tier III Two-stroke Technology
    This MAN Diesel & Turbo two-stroke Tier III paper outlines the status and future development efforts in connection with Tier III technologies, and covers some of our efforts to develop measuring and calculation tools, securing better knowledge of engine processes like combustion, emission formation and scavenging of the engine.
    PDF, 1.76 MB
  • Sep 01, 2012

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    QUANTUM 9000
    The need for seaborne transportation will increase significantly in the years to come. At the same time, the fuel oil price is increasing, stricter emission requirements are coming into force, and the public is becoming more concerned about the environmental footprint of shipping.
    PDF, 2.40 MB
  • Feb 09, 2012

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    Blended Edge Main Bearings
    The blended edge (BE) design was introduced on thin shell white metal main bearings to better cope with crankshaft inclinations and thereby increase the resistance towards edge fatigue failures. The blended edge design is the corresponding item to the thick shell flex-edge design for MC engines.
    PDF, 1.48 MB

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