• Dec 19, 2016

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    8,500 TEU Container Vessel Optimization
    Gain more than 11% fuel oil savings Weight: 32 g per piece Dimensions: 210 x 297 x 1 mm (length x width x height)
    PDF, 637.49 KB
  • Feb 24, 2017

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    Basic Principles
    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, 1.18 MB
  • May 11, 2017

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  • Feb 24, 2017

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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, 3.89 MB
  • Apr 20, 2017

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    Efficiency Improvements to Main Engine Auxiliary Systems
    In the design process of main engine auxiliary systems conducted by the shipyard, options that could improve efficiency and reduce daily fuel oil consumption and consequently CO2 emission are available. The options cover power efficiency improvements of electric auxiliary equipment, for example pumps, fans, etc., serving the main engine, but also efficiency improvements related directly to the main engine specific fuel oil consumption.
    PDF, 3.15 MB
  • Mar 08, 2017

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  • Feb 24, 2017

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    Engine Management
    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
  • Feb 24, 2017

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    Ice Classed Ships
    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
  • Dec 19, 2016

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    MAN B&W Dual 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, 786.87 KB
  • Feb 13, 2017

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    MAN B&W Stationary Engines
    Weight: 72 g per piece Dimensions: 210 x 297 x 2 mm (length x width x height)
    PDF, 1.69 MB
  • Feb 24, 2017

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    ME-GI Dual Fuel MAN B&W Engines
    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, 1.50 MB
  • Feb 13, 2017

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    ME-GI Gas-ready
    Given the volatile nature of today’s fuel prices combined with the introduction of a more stringent emission regulation in emission control areas, it has never been more difficult to mitigate the economic risk associated with operating a vessel.
    PDF, 601.54 KB
  • Dec 19, 2016

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    Propeller & Aft Ship - Alphatronic 2000 PCS
    Propulsion Control System
    PDF, 2.25 MB
  • Feb 24, 2017

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    Propulsion of 200,000-210,000 dwt
    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
  • Feb 24, 2017

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    Propulsion of 46,000-50,000 dwt
    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
  • Feb 24, 2017

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    Propulsion of 7,000-10,000 dwt
    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, 1.75 MB
  • Feb 24, 2017

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    Propulsion of VLCC
    This paper evaluates the options when selecting an engine for a VLCC (very large crude carrier) on the basis of vessel speed, propeller diameter and CO2 emissions. The influence of the various parameters is illustarted by two case studies.
    PDF, 4.16 MB
  • Feb 24, 2017

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    Propulsion og 2,200 - 2,800 teu
    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, 2.35 MB
  • Feb 24, 2017

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    Propulsion Trends in Bulk Carriers
    Bulk carriers, container vessels and tankers are the three largest groups of vessels within the merchant fleet and, therefore, this market segment deserves great attention. The purpose of this paper – dealing with bulk carrier sizes above 5,000 dwt, and based on an analysis of bulk carriers built/ordered over the last eight years – is to illustrate the latest ship particulars used for modern bulk carriers, and determine their impact on the propulsion power demand and main engine choice, using the latest MAN B&W two-stroke engine programme as the basis.
    PDF, 1.60 MB
  • Feb 24, 2017

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    Propulsion Trends in Container Vessels
    The use of containers started during the Second World War, and the first ship specifically designed for container transportation appeared in 1960, viz. the Supanya, of 610 teu. Particularly, the amount of cargo shipped in containers has increased considerably over the last fifteen years, resulting in a rapid increase in both the number and the size of container vessels during this period.
    PDF, 1.81 MB
  • Feb 24, 2017

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    Propulsion Trends in LNG
    Natural gas is a “clean” fuel compared to diesel and heavy fuel oil and, together with an increasing environmental responsibility, there is a rising demand for natural gas worldwide. Where it is not possible to transport natural gas by means of pipelines, the LNG (Liquid Natural Gas) carriers have to take over the transportation because natural gas in liquid form at atmospheric pressure only takes up 1/600 of the natural gas volume.
    PDF, 617.94 KB
  • Feb 13, 2017

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    Service Experience
    A high number of G-type and S-type engines of the latest generation have entered service successfully. These engines are generally characterised by Tier II compliance, heavily derated layouts and performance with main focus on part and low-load fuel optimisation. Very close to 100% of these engines are of the electronically controlled ME-C and ME-B types.
    PDF, 5.20 MB
  • Feb 24, 2017

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    Service Experience
    Small Bore Four-stroke Engines
    PDF, 4.06 MB
  • Feb 13, 2017

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    The Dynamic Limiter Function
    The dynamic limiter function (DLF) is a new engine control system functionality that has been developed to improve engine and ship acceleration. This paper describes some principles of ship acceleration and why MAN Diesel & Turbo has chosen to develop DLF and how DLF works.
    PDF, 1.24 MB
  • Feb 24, 2017

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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
  • Feb 24, 2017

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    Two-stroke Low Speed Diesel Engines
    Weight: 108 g per piece Dimensions: 210 x 297 x 3 mm (length x width x height)
    PDF, 2.27 MB
  • Dec 19, 2016

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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, 447.19 KB