A tognum group BrAnd A tognum group BrAnd
The magazine of the MTU and MTU Onsite Energy brands I Issue 02 I 2012 I www.mtu-online.com
What possibilities can alternative fuels offer?
Hybrid railcar makes its debut
Ships of the desert
Shipbuilding in the United Arab Emirates
Editorial 04 18 22
Joachim Coers, Chairman and CEO 30 36 40
of Tognum AG and Chairman of MTU
What will we be running our engines on in 10, 50 or even 100 years? On gas, water or still 02 Editorial Marine MTU Report Europe
on diesel? Or is there another fuel that nobody has yet thought of? The cover story of this 22 Super Saver
issue of MTU Report may help to provide some of the answers. Tognum Chief Technology Technology A routine job that never gets boring: Life Energy
Officer Dr. Ulrich Dohle, Karlsruhe University’s Dr. Ulrich Spicher, Paul Melles from the aboard a search-and-rescue vessel. 44 Source of power
Dutch shipping company Doeksen and our development team leader, Dr. Philippe Gorse, 04 Burning question An MTU Onsite Energy gas turbine
explain in a series of interviews where they see the future of fuel and which engines we When will off-highway engines run on 30 Ships of the desert generates eco-friendly and economical
are developing at Tognum for that future. But there is one thing I should make very clear water? Not for a long time. But alternative Where ten years ago there was desert, heat and electricity at the Halle CHP
here and now: the diesel engine will continue to be the core unit of our drive systems. fuels such as petrol, ethanol and gas are Abu Dhabi Ship Building is now construc- plant.
We will be doing everything to make it even cleaner and more efficient. But we will also already on the agenda today. Experts from ting modern corvettes and patrol boats.
be looking to the future. And that tells us that at some time or other, the world’s oil the fields of research, development and Rail
resources will run out. When precisely is very difficult to predict, but the days of cheap oil economics explain which fuels they think Energy 50 Goodbye slowcoach
are already a thing of the past right now. At the same time, gas is becoming increasingly have the brightest future. 36 Defense mechanism With over 20,000 kilometers of track,
economical and the development of synthetic fuels is advancing. So it is only logical that The energy demand in data centers is Romania has more railway lines than any
we should also develop alternative engine concepts. 14 News enormous. MTU Onsite Energy emergency other European country – but many of its
backup gensets ensure that electricity is locomotives and railcars are well past their
Nevertheless, the present of off-highway drive systems remains the diesel engine. That is Developments never in short supply. best. They are now being upgraded with
clear from the latest selection of fascinating engine applications featured in this issue of MTU engines and Powerpacks.
MTU Report. They power corvettes in the Arab Emirate of Abu Dhabi, monster haul trucks Rail Mining
in a Canadian coal mine, a lifeboat on the German Baltic and emergency backup genera- 18 Quiet success 40 To Haul and Back Talking of…
tors for data centers in the USA. Railcars with the MTU Hybrid Power- The work performed by MTU-powered 56 Tell us your story!
pack can save up to 25 percent on fuel haul trucks in a Canadian coal mine is as Would you like to see yourself or your
I know that you, our readers, like the variety and international diversity of the articles consumption and substantially lower their heavy-duty as it gets. But the engines keep application featured in MTU Report?
in MTU Report. That is what you told us in the survey in the last issue of MTU Report in exhaust and noise emissions at the same on running smoothly thanks to rigorous Then write to us.
which we asked for your opinions. Measured on a scale from one to five, with one as the time. servicing by the mine operator.
best mark, you gave MTU Report an overall grade of 1.5. Thank you! And it is not just our 57 Talking of...
readers who like our magazine. The jury for the BCP Award, Europe’s biggest corporate
publishing prize, praised the publication too. They awarded MTU Report the silver medal
for the second year running. All of those accolades are a spur to our editorial team to
N ew s
continue to inspire you with more exciting reports and articles about the uses of our drive silver Award for MTU Report
systems and energy plants – regardless of whether they are fueled by diesel or gas.
We are delighted to reveal that MTU Report has received the silver medal at the Best
of Corporate Publishing Awards for the second year running. With over 700 entries,
Best regards the BCP is the largest corporate media competition in Europe, making it the “business
media Oscar”. MTU Report was also nominated for an Econ Award. This prize is
Cover picture: Chemists at the MTU laboratory test presented by German business paper Handelsblatt and publishing house Econ-Verlag
various fuels. To investigate their evaporation pat- in recognition of companies and organizations that set standards in corporate commu-
terns, the fluids are brought to the boil in a flask on nication. The gold, silver and bronze award winners will be announced in November
a hotplate. The high temperatures then make for a 2012. MTU Report 01/12 I 3
fascinating and colorful display.
2 I MTU Report 02/12
Technology Alternative fuels
M e MO
Glossary of alternative fuels
Biodiesel. Unlike conventional diesel fuel, biodiesel is not obtained
from mineral oil but from vegetable oil which is transesterified with
roughly ten percent methanol and then purified. The resulting biodiesel
is very similar in its combustibility and fluidity to conventional diesel
fuel. However, rising food prices caused by competing demands for maize
have raised doubts about this type of fuel. The breakthrough is expected
with the arrival of second-generation biodiesel. In contrast with the early
biodiesel, this later variety uses the entire plant so that three times as
much biodiesel can be produced from the same crop acreage. As yet,
however, the production processes remain uneconomical.
Bio-ethanol. Bio-ethanol is a spark-ignition fuel that is produced like
conventional alcohol by the fermentation of sugar (glucose) with the aid
of micro-organisms and then purified by thermal separation processes.
Engines that run on water – it is a nice thought. “But For a long time, electric motors were seen as the best The world’s largest producer of ethanol fuel is the USA, where 45 billion
liters were made in 2010. It is closely followed by Brazil, where bio-etha-
right now we are a long way from that,” says Professor replacement for internal combustion engines. There are al-
nol is produced from sugar cane. As with first-generation biodiesel, this
Ulrich Spicher, Head of the Institut für Kolbenmaschi- ready quite a number of electric cars on the roads. But po- method of ethanol production is in competition with the food market.
nen (“Piston Engines Institute”) at Karlsruhe Universi- wering a megayacht, a high-speed ferry or a monster haul New processes in which vegetable waste such as straw or wood chip-
ty. However, Tognum Chief Technology Officer, Dr. UI- truck with electric motors is inconceivable at present. The pings are used are not economically viable, however. That is because
rich Dohle explains, MTU is already developing inadequate storage capacity of the batteries, which results such second-generation ethanol production processes are more complica-
ted as they require an extra stage. The raw material in this case is cellu-
engines that run on alternative fuels such as gas or in a very short vehicle range, still presents the developers
lose which first has to be extracted from the plant then separated into
ethanol. with major problems. Hybrid solutions such as the one starch and finally broken down into its sugar components. Only then can
MTU is currently testing out in a railcar for Deutsche Bahn it be fermented into alcohol.
How long will oil reserves last? Experts have been trying to are a possible alternative. But even they cannot do without
answer that question for decades. Another 30 years? Ano- a diesel engine. Liquefied natural gas. LNG is natural gas that has been cooled
ther 50 years? So far, all the answers put forward have been to minus 164 degrees Celsius and liquefied. It occupies roughly one
600th of the space required by natural gas in gaseous form. LNG has
wrong. Despite all the prophecies of doom, there are still Experts predict that the internal combustion engine will not
been used as propulsion fuel in the shipping industry for many years –
ample reserves of oil, and fossil fuels shape the market for lose its dominant position. But in the future, not every off- though so far mostly on LNG tankers which transport the fuel and use
off-highway vehicles right around the world. But things will highway engine will run on diesel. Instead, there will be a their cargo to run their engines at the same time. In the beginning, the
not stay that way. Although nobody can definitively predict mix of very diverse fuels. Diesel will no longer be crude-oil LNG was burned to produce heat for generating steam, which was then
how much more oil will be found, we know for certain right based as it can now also be produced synthetically. Bio- used to power a steam turbine which drove the propeller. Today, the
now that the growing demand for oil is forcing the price ra- genic fuels such as ethanol are already in demand in the tankers are driven by engines that can run on either LNG or heavy oil.
As LNG is cleaner than the other fuels used for marine engines, i.e. heavy
pidly upwards. It is foreseeable that crude-oil based fuels off-highway market, especially in North America and Bra- oil and diesel, it is predicted to have a big future as a marine fuel in the
will not be sufficient on their own to cover the inexorab- zil. And gas remains a consideration simply on the basis of face of increasingly stringent emission restrictions.
ly rising global demand for energy. Furthermore, optimizing its wide availability. On the next few pages, experts from a
diesel engines so that they meet the ever-tighter emission variety of fields explain where the fuel issue is heading and Compressed natural gas. CNG is a highly compressed form of
limits for soot particulates and nitrogen oxides is becoming which products MTU will be offering clients along the way. natural gas which can be as much as 99 percent methane. Natural gas is
often found together with oil underground and is formed in the absence
increasingly costly. Alternatives are now called for.
of air at high temperatures and under high pressure from deposits of
dead micro-organisms, algae and plankton. When it is burned, it produ-
ces 24 percent less carbon dioxide emissions. And natural gas is a good
alternative from the safety aspect too – if there is a leak in the fuel
system, it simply evaporates into the atmosphere. Natural gas is the
most-used gas fuel for motor vehicles in Germany.
Biogas. Biogas is a combustible gas which, in contrast with natural
gas, is produced by the fermentation of any type of biomass. Biogas
plants can ferment not only organic waste but also specially grown
energy crops. The gas could also be used as a fuel for other types of
power unit. For sufficient quantities of fuel to be carried by mobile
machinery and vehicles, however, it would have to be compressed to
around 200 to 300 bar and have the CO2 content largely removed.
To investigate the evaporation patterns of fuels, they
are brought to the boil in a flask on a hotplate. The
high temperatures then make for the fascinating and
colorful display pictured on the following pages.
4 I MTU Report 02/12 MTU Report 02/12 I 5
“Synthetic fuels offer
> How long will off-highway vehicles con- > Is gas an alternative? immense improvement in environmental emis- > When will we be able to produce these > If you had all possible means at your
tinue to be powered by large-scale diesel For mobile applications I see only limited use sions. Until now, we have always had problems fuels economically? disposal, what would an engine that you
engines? for natural gas. It has much lower energy den- with the various fuels available throughout the Certainly before too long. Here at the Univer- would build for an off-highway vehicle
We will undoubtedly still see diesel engines in sity than liquid fuels as we know them today world the quality is not always the same and it sity of Karlsruhe we are working intensively on such as a heavy-duty haul truck look like?
use in the off-highway sector for a long time and gas-powered vehicles need considerably is difficult to adjust engines to cope with these producing second-generation synthetic fuels I have a vision of it in mind: my engine would
to come. Diesel and petrol will certainly still larger tanks for the same travel range. It differences. Synthetic fuels could provide a economically and we are very close to achie- achieve 99.99% pollutant-free fuel combustion
be the most-used fuels by some distance in makes more sense to use natural gas in stati- simple solution to this problem. ving that aim. As yet, synthetic fuels are still and would obviously be highly efficient with
ten years’ time. It is virtually certain that die- onary applications both to generate electricity somewhat more expensive than conventional drive efficiency rates around 50% and perhaps
sel engines will still be in use 50 years from and to provide thermal energy for heating. It is > A criticism often laid against biofuels diesel or petrol, but I am certain that the pen- even higher. That is when the researcher in me
now, but these engines will no longer operate a different matter with LPG (Liquefied Petro- is that their production is in competition dulum will soon swing in the other direction. takes over. Theoretically, it is possible. Only
exclusively on conventional diesel fuel ob- leum Gas) which is actually a waste product with food production. When will second- the future will show how close we can actually
tained from mineral oil. General public dis- because it is produced from the gas that is generation biofuels that are made from > And when will the first engines be get to that theoretical vision in practice. Ob-
cussion on the issue always associates petrol burned off when drilling for oil. LPG is liquid, waste products rather than food crops be fueled with hydrogen? viously, I am extremely keen to see the dual-
and diesel fuel with mineral oil which will one has a high energy density and is ideally suited available and economical? Well, it certainly will not be in the very near fuel engine we are currently developing with
day cease to be available the assumption for use as a fuel for petrol engines. For me, this is the essential factor in deciding future unless we happen to have a glut of elec- MTU in operation in a haul truck. This parti-
being that the internal combustion engine will whether we are going to use them at all. Un- tricity and cannot work out how to store it. cular engine operates with a single main fuel
also cease to exist. This is, of course, com- > What possibilities do synthetic fuels der no circumstances should the biomass The problem with hydrogen is that it needs a such as petrol or ethanol or with a mixture of
pletely wrong because internal combustion offer? we need for fuels come from food crops or great deal of electricity to produce it. Theoreti- both fuels. Natural gas can also be used as
engines are not dependent on fuels obtained Synthetic fuels not only hold great potential from the food production chain. Food must cally it is possible, and if we ever have a large the main fuel. The second fuel, which is only
from mineral oil. The future will not be built for engine developers, they could also make always take precedence over fuels. We can- surplus of electricity then we can do it. But as needed in small amounts, is used to ignite the
Professor Ulrich Spicher, Head of the on mineral oil. Although the latest prognoses a decisive contribution towards securing safe not have a situation where some people have I assume that is not going to happen, we can main fuel. This system achieves combustion
Institute für Kolbenmaschinen at Karlsruhe assume that we still have enough mineral oil energy supplies for mobile applications. At nothing to eat because we want to fuel our discount hydrogen as a fuel. which is extremely low in pollutant emissions
University. for the next 100 years, there will come a time present, internal combustion engines under cars. However, the synthetic fuels I am talking and extremely clean and which also offers low
when the wells run dry. development have to be adapted to match the about here come from waste products such as fuel consumption. It takes us a little closer to
Professor Ulrich Spicher, has been in charge of the
Institut für Kolbenmaschinen at Karlsruhe Univer- different qualities and characteristics of fuels straw, grass cuttings or leaves or from plants the vision I mentioned earlier. So far, however,
sity since 1994. He studied mechanical engineering in use worldwide. Although many of these cha- which are unsuitable as nutrition. And we want the engine is still a little underpowered for this
at the RWTH in Aachen, gaining his doctorate in racteristics are positive, there are also some to go even further and produce fuel from the application and we still have work to do on
1982. After a number of years as departmental which are not ideally suited for engine opera- waste we produce such as plastics. I am quite that score. Nevertheless, I have no doubt that
head at what is now FEV GmbH, the world’s largest
tion and development. With diesel fuel, one of sure that this will happen. in cooperation with our colleagues from MTU,
independent development services provider in the
field of internal combustion engines and vehicle
them would be the evaporation characteris- we will manage to achieve our aim.
engineering, he was appointed head of the Karls- tics. The different constituent components
ruhe Institut für Kolbenmaschinen in 1994. The of diesel evaporate at different temperatures
establishment enjoys worldwide renown in the ranging from 220 to 360 degrees Celsius. That
area of research and analysis into internal com- leads to unclean combustion and, therefore,
bustion in spark-ignition and diesel engines and all
more soot production. The particular problem
aspects of fuel and air mixing and exhaust after-
treatment. here is that fuel constituents which evaporate
at high temperatures can produce dirty com-
bustion and an increase in particulate emis-
sions. For diesel engines, synthetic fuels could
be created which would overcome this pro-
blem and which, ideally, could even achieve
completely soot-free combustion. A globally
standardized fuel such as this would mean an
6 I MTU Report 02/12 MTU Report 02/12 I 7
“We can’t do without the
internal combustion engine”
> Dr. Dohle, the age of fossil fuels may not a couple more percentage points in efficien- > MTU has been selling gas engines for a > Ethanol is mainly available in South
yet be over, but the era of cheap oil surely cy may well be possible. But it all comes at long time, but so far only for static power America, biodiesel in Europe – so there
is. What does that mean for MTU as a a cost. The engines will need cooled exhaust generation applications. What are the key are major regional differences in fuel
manufacturer of diesel engines? recirculation, high injection pressures of up differences between a static and a mobile availability. Will MTU have to offer diffe-
First and foremost, it does not by any means to 2,500bar, very sophisticated turbocharging gas engine? rent engines on every continent?
signal the end of the diesel engine. On that and further fine-tuning of all the components The particular feature of gas engines in mo- We will offer engines to suit regions where a
point, I agree with Prof. Spicher. The diesel involved. With gas engines, the cost of emis- bile applications is that, like diesels, they run specific fuel is available. Our Series 1600 is
engine will still be with us for some time yet sion control is considerably lower. And once in transient operation across the entire per- being designed to run on different fuels with-
but some of our customers will be looking for the fuel prices are significantly lower than for formance map. At present, we only run our out major modifications to the engine. We
alternatives. The natural gas reserves, for in- diesel engines, the gas engine will have a lot gas engines in stationary situations at a fixed have a basic engine that will be modified by
stance, are vast and the time will come when going for it. speed. varying the fuel supply system. It will also be
gas is more economical as a fuel than diesel. provided with an ethanol or petrol injection
At that point we will offer gas engines across > Bi-fuel engines, dual-fuel engines, pure > How do you assess the future of system in addition to the diesel injection sys-
as wide a range of applications as we do die- gas engines – there are many possibilities biogenic fuels? tem.
sel engines today. Gas engines certainly pre- and variations for running internal com- I do not think that pure biodiesel will become
sent a very interesting prospect for shipping. bustion engines on alternative fuels. established as a main fuel for engines. With > You have spent your entire professional
From 2016, coastal waters in particular will be Which types of engine are you actually first-generation biodiesel, cost and yield are life working with diesel engines. How sad
subject to strict emissions limits which die- working on at present? completely out of proportion. To produce for you was the realization that diesel is
sel engines will only be able to achieve with We are working on gas-only engines as well enough biodiesel, a significant proportion of not the fuel of the future?
the aid of very costly modifications. In such a as on bi-fuel and dual-fuel engines that can the planet´s agricultural land would have to Well, that realization is not especially new.
situation it definitely makes sense to use gas be run on various fuels. Stationary natural be devoted to maize or soya – and that land When I wrote my first dissertation as a student
engines. gas and biogas engines have been part of is needed grow food crops to feed the world’s in 1977, I accepted the notion that oil reser-
Dr. Ulrich Dohle, Tognum Chief Technology our range for a long time. And we are cur- population. That problem does not arise with ves would only last for another 30 years. So,
Officer > What possibilities do you still see for rently bench-testing one of our Series 1600 second-generation biodiesel because it is by that reckoning, they should have run out
increasing the efficiency of MTU drive engines using ethanol as fuel together with produced from complete plants or bio-waste. in 2007. Today we are still talking about 30
Dr. Ulrich Dohle is Vice Chairman of Tognum AG
systems so that they not only produce homogeneous-charge combustion and con- Nevertheless, the processes involved are high- more years. My son is studying drive systems
and heads the Technology & Operations Division.
He studied mechanical engineering at the Rhine-
lower emission levels but also require less trolled ignition which involves injecting a small ly complex and expensive and they will be engineering and I confidently expect that he
Westphalia Univeristiy of Technology in Aachen, fuel? amount of diesel fuel. difficult to establish. With ethanol it is a diffe- and his generation will still get plenty of useful
specializing in internal combustion engines, and The diesel engine undoubtedly still has poten- rent picture. In Brazil, for example, it is produ- service out of the internal combustion engine.
gained his doctorate in the field of static com- tial for further improvement. Over the past > What percentage of Tognum’s develop- ced relatively economically from sugar cane The glorification of the electric motor over
bustion. From 1984 to 2009, he worked for Robert decade we have worked extremely hard to ment capacity is used on diesel engines, and it is available in adequate quantities. Etha- recent years has been more worrying. But the
Bosch GmbH in Stuttgart. A member of the senior
make our engines cleaner and more economi- and how much on engines that can be run nol is not currently used in large engines but I euphoria is gradually waning and the realiza-
management from 1998, Dr. Dohle was in charge of
the largest of the Bosch divisions as Chairman of cal. And we have succeeded in that. The new on alternative fuels? expect that that could well change. tion is taking hold that we will not be able to
the Diesel Systems arm until his move to Tognum. Series 2000 and 4000 engine generations will Very roughly, at present we use 80% of our dispense with the internal combustion engine
comply with the upcoming Tier 4final emissi- capacity on diesel engines and 20% on gas > What are the consequences of using for the next few decades.
ons legislation without having to use exhaust and ethanol engines. But I would expect that biogenic fuels for the internal workings of
aftertreatment systems. And we have even distribution to move towards a 50:50 share MTU diesel engines?
managed to lower their fuel consumption as over the next few years. Some second-generation biodiesel is cleaner-
well. Theoretically, those two aims are mutual- burning than mineral fuels so that it causes no
ly exclusive. Our development engineers have engine problems. Additions of 7% biodiesel in
achieved excellent results here and I think fuel are standard today.
8 I MTU Report 02/12 MTU Report 02/12 I 9
“LNG is the marine fuel
of the future”
> Mr. Melles, up to now all of your ferries > So is the availability of LNG now > What makes you so certain that LNG is > And is LNG economically attractive as
have been run on diesel. Why the change? guaranteed? the right fuel for ships? well?
We became interested in the idea as long ago Well, it is certainly not perfect. When we first There are several reasons. Number 1: gas will That depends on what you compare it to. At
as 2000 when the first LNG-powered ferry looked at it in 2000, we would have had to buy definitely be available for much longer than present it is cheaper and cleaner than diesel
went into service in Norway. We were plan- the fuel from Portugal or Norway; now at least mineral-oil-based fuels. Number 2: engines fuel but more expensive than heavy oil. Of
ning to build a a new ferry in 2004 and wanted you can get it in Zeebrugge and next year very fueled by LNG easily comply with the emission course, nobody knows how the prices will
to invest in a progressive technology. But the probably in Rotterdam as well. It isn’t ideal by limits which diesel engines can only meet with develop in the future. But basically we can
availability of LNG was still very poor in those any means, but is enough to start with. The the aid of complex exhaust aftertreatment assume that the LNG price will fall relative
days and the authorities in the Netherlands shipping industry tends to be conservative, systems. We are talking about emission levels to the cost of diesel because oil will become
were not doing anything to change the situa- everyone wants to be absolutely certain the for nitrogen oxides and soot particulates that increasingly more difficult and, therefore, more
tion either. So we shelved the plans in 2004. technology works; nobody wants to be the first are 95 percent lower. And when the first ECAs expensive to extract. But only those who sell
But we never gave up our interest in LNG. And to try something new. But as long as nobody (Emission Control Areas) in the North Sea are the fuel know the precise answer and I am not
as we now need a new ferry again, we are puts their faith in LNG, nobody will invest in set up in 2015, vessels that do not meet the privy to their plans.
looking at the idea once more. The ferry is expanding the infrastructure. So, as I am sure emission standards will no longer be allowed
to be very eco-friendly – made of aluminum, that LNG is the marine fuel of the future, we in coastal areas. So I will then have the choice > Can you also see LNG as a fuel for
and the electricity for the onboard services are willing to take the first steps with our ship- of either a diesel engine with a costly exhaust luxury yachts?
will partly be provided by solar panels. We are ping business. We want to make our findings aftertreatment system or an LNG engine. The Certainly, why not? Yacht owners hate black
aiming to have the concept finished by the and our data available to the industry and use third reason is to do with noise pollution. LNG and smelly fumes and want to have a compact
end of the year so that we can start the tende- what we hope will be our positive experiences engines are much quieter than diesel engines. engine room. Above all they want to be able to
ring process next year. to persuade other ship operators to fuel their That is an important factor for passenger fer- sail their yachts in coastal waters too. When
fleets with LNG. ries in particular. And there is another thing they become part of the designated ECAs in
that is important to me – once we have a the near future, they will be subject to much
Paul Melles, Managing Director functioning LNG system on board, we will also stricter emission limits. But LNG is not just a
Doeksen Shipping be able to run it on biogas – and then we will fuel for ships. There are already trucks that
have a completely carbon-neutral ferry, which run on LNG in the Netherlands. And the more
Paul Melles has worked at Doeksen for 25 years
is our ultimate aim. vehicles that are fueled by LNG, the better the
continuously apart from a very brief interlude.
He was Technical Manager in 1999 when he
infrastructure will become.
became Technical Director of the holding com-
pany Koninklijke Doeksen BV for two years. He
came back to Doeksen as Managing Director in
2001. The company operates a total of six ferries
to the Dutch islands of Terschelling and Vlie-
land in the North Sea.
10 I MTU Report 02/12 MTU Report 02/12 I 11
“Petrol engine with
Petrol engines in the off-highway sector – > What gave a manufacturer of diesel > What are the biggest changes on the > The aim was to produce an engine that
up to now the two have appeared mutual- engines the idea of developing a petrol engine compared with a conventional satisfied Tier 4 final emissions regulations
ly exclusive. But rising oil prices and the engine? diesel engine? without using an exhaust aftertreatment
increasingly widespread availability of There are several reasons. Although present- Firstly the fuel injection system, of course. system. Have you achieved that?
synthetic and biogenic fuels are breaking day diesel engines are clean and produce As well as diesel, we now also have to deli- Yes, we have. Even though this engine is not
down the barriers. MTU is currently wor- hardly any harmful emissions, they have to ver ethanol/petrol to the combustion cham- planned as a Series solution for Tier 4 final, it
king with the Karlsruhe Institute of Tech- be made more and more complex to achieve ber. This is done by injection into the engine’s still emits 93%less nitrogen oxide and 40%less
nology on the testing of a petrol engine such low emission levels. In addition, there charge-air pipe and the fuel then enters the soot than required by the North American
that can be operated economically and are already signs that in some regions petrol/ cylinder together with the intake air. To pre- legislation from 2014 for this power class. So
also meets Tier 4 emissions standards ethanol will be cheaper than diesel and thus vent the spark-ignition fuels igniting too soon we can do without an SCR system in future at
without external emission control sys- economically an attractive proposition for and in an uncontrolled manner, we have had all events. Although the HC and CO emissions
tems. It is based on the MTU Series 1600 off-highway vehicles. Like petrol, ethanol is to lower the oxygen content in the combusti- are slightly higher than from the diesel engine,
diesel unit for industrial applications. But a spark-ignition fuel. It is made from crops on chamber. We do that by using a very high we can control them with a simple oxidation
it only uses diesel for ignition. The engine such as sugar cane or maize. Because plants exhaust recirculation rate of as much as 60 catalytic converter.
mainly runs on ethanol or petrol. The are used as the energy source, global emissi- percent. By comparison, the recirculation rate
advantage is that the ethanol-and-air mix- ons of greenhouse gases can be reduced by on our Series 4000 Tier 4 final diesel engine is > You are currently testing the combustion
ture is extremely homogeneous, which using this type of fuel in internal combustion between 30 and 40%. To achieve that high rate process on an MTU Series 1600 engine. Is
means that much lower levels of nitrogen engines. In North and South America in par- while simultaneously obtaining high engine it conceivable that the system could be
oxides and soot particulates are produced ticular, the fuel is already in widespread use, performance, we also need large amounts of transferred to more powerful engines?
during combustion than with a conventio- though only in road-going vehicles. In the off- air in the combustion chamber. For that pur- Yes, I would think so. Our primary aim with the
nal diesel engine. Two prototypes are highway sector by contrast, ethanol is almost pose we have developed a special two-stage Series 1600 unit is to show that the system
being bench-tested at present. unknown. Not least among the reasons for controlled turbocharging system with interme- works. We view this engine as a trial unit on
Dr. Philippe Gorse, MTU new engine concept that is that as yet there is no suitable engine diate cooling. which we can develop and test technologies
development team leader available. But we aim to change that situation. that we need for the engines of the future. If
> What are the proportions of diesel and the combustion process works on this engine,
Dr. Philippe Gorse has been team leader in the > Can the engine only run on ethanol or ethanol? we will investigate whether it can also be
MTU Pilot Development Department since 2009 can it use petrol too? That depends on the operating point. We have transferred to other engines. But before then
and is responsible for new engine concept develop-
ment. Before that he spent two years as a project
Our aim is to develop an engine that can run developed an ECU that precisely calculates there is still a great deal of work to be done to
manager in Pilot Development. He graduated in on both petrol and ethanol. In the long term, the fuel ratio according to power output and make this new combustion process produc-
mechanical engineering at the University of Karls- using natural gas is also conceivable. To be engine speed. At up to 25 percent, the diesel tion-ready.
ruhe in 2001. He subsequently gained his doctorate able to offer such fuel-versatility, a great deal content is highest at low power outputs. As
there and also worked as a member of the scienti- of development work on the fuel system, the output increases, the diesel proportion dimi-
combustion process and the engine manage- nishes so that it is only about five percent at
ment is still required. rated output. Text and Interviews: Lucie Dammann
Pictures: Robert Hack
O N L IN e
More on this...
prof. dr. ulrich Spicher and
Both MTU and the Karlsruhe dr. philippe gorse explain the
Institut für Kolbenmaschinen dual-fuel engine.
are currently testing an Don’t have a QR code reader?
MTU dual-fuel engine. Go to http://bit.ly/MluAKv
12 I MTU Report 02/12 MTU Report 02/12 I 13
Dr. Michael Haidinger took up his post as
Tognum’s new Sales Director on 1st July 2012.
MTU engines power the hydrostatic drive system in Bomag landfill compactors. Delegates from Tognum subsidiary Tognum America Inc. held discussions with
representatives of the White House and the US Department of Education on a
On July 1, 2012, Dr. Michael Haidinger (51) joined the Executive Board at Tognum AG, assuming planned training program at high schools in Aiken County in the state of South
responsibility for Sales. He succeeds Peter Kneipp (52) who left the Executive Board at the end of
February 2012 by mutual consent in order to pursue a new professional challenge. In addition to
responsibility for Global Distribution and Service, Dr Haidinger has also taken over the Engines and
Onsite Energy business units which had previously been managed on an interim basis by Tognum
Chairman Joachim Coers alongside his duties as CEO. Vocational training made
Before joining the Tognum Board, Haidinger was President of Rolls-Royce Deutschland and a
member of the Supervisory Board of Tognum AG. “In Michael Haidinger, the Board has gained a new
For the first, time MTU is supplying engines to Bomag GmbH, the global
market leader in the field of compaction technology. Part of the French in Germany
colleague who is an extremely experienced manager with many years of success at international Fayat Group, the company is equipping all its new 32, 37, 47 and 55-tonne
level. At Rolls-Royce he was responsible for 3,500 employees at six facilities in Germany and the UK landfill compactors with MTU Series 400 and Series 500 engines. In the autumn of 2012, MTU is starting a new training program at its
as well as in North and South America. With his help we will continue to implement our consistent Landfill compactors are special vehicles that help to spread out and Aiken plant in the USA. It combines high-school education, technical
strategy of growth at Tognum,” said Coers. compress waste on landfill sites. Compaction is aided by the heavy weight instruction in the classroom and practical learning at the MTU plant in
Born in Austria, Haidinger has worked at various international companies in the aerospace of the vehicle and its drum-like wheels with spikes or blades that shred, Aiken. The aim is to offer more young Americans better training and
industry since 1989, including DASA, Fairchild/Dornier, Airbus, Eurocopter and (since 2006) Rolls- work and compress the waste. Bomag landfill compactors are designed entry into a career without having to graduate from college.
Royce. In the course of his career he has held responsibility for a range of areas including sales, specifically for the tough demands of spreading and compacting refuse on Representatives of Tognum America visited the White House to
contract management, after-sales, service and distribution. At Rolls-Royce, Haidinger was prima- landfill sites. The degree of compaction achieved is decisive to the efficien- discuss the program with representatives of the US Department of
rily responsible for directing the company’s global activities involving business jet engines and he cy of a waste disposal site. Education. They met the leaders of the Aiken County Public School
dealt with a wide portfolio of customers. In this as in previously held positions, he acquired ex- The engines offer power outputs of up to 440 kilowatts and are based District, the Aiken County Career and Technical Center, the Aiken
tensive experience with customers in the civil sector as well as in both national and internatio- on Mercedes-Benz Type OM 460 LA and M 502 LA commercial vehicle Technical College and the Apprenticeship Carolina organization.
nal governmental business. During his time at Rolls-Royce, revenues in his area of responsibility engines. They meet EU III B emission standards without requiring an SCR Together with Tognum America, the group put forward a vision offe-
more than doubled. Dr Michael Haidinger is married and has two children. “I am very pleased with exhaust aftertreatment system. For the EU IV and EPA Tier 4 final emis- ring high-school students a career boost in industrial manufacturing
my appointment to the Tognum Board. The company has an outstanding record of success and sion limits that come into force as of 2014, MTU will supply Bomag with through the new training program.
enormous potential for growth. I look forward to being able to use the extensive experience I have prototypes of the next generation of engines. Initially these will be Type 6R
gained with international customers to support Tognum in its strategy of growth,” said Haidinger. 1000, 6R 1300 and 6R 1500 units. The MTU engines provide the new land-
fill compactors with the necessary power for their hydrostatic drive system.
That converts the engine power into torque and thus into forward thrust or
speed. So the vehicles can operate efficiently on steep slopes, move large
mounds of rubbish and change direction quickly. As well as landfill compac-
tors, Bomag offers a wide range of compaction equipment from lightweight
compactors through tandem rollers to ground compactors, soil consolida-
tors and recyclers, road layers and millers.
14 I MTU Report 02/12 MTU Report 02/12 I 15
The MTU Onsite Energy logo was officially unveiled in Ruhstorf as part of a The MTU Onsite Energy CHP module, which is based on the Series 4000 engine,
staff celebration. generates between 764 and 2,135 kWe and runs on natural gas.
Aggretech renamed MTU Modular CHP plants now
The Seacor Lynx will be powered by four MTU diesel engines. As of now Tognum offers MTU onboard generator sets with outputs
Onsite Energy Systems sold in America
ranging from 5 to 280 kilowatts for commercial vessels and yachts.
Pictured here: genset with rated output of 90 kW at 1,500 rpm or Aggretech, the subsidiary recently acquired by Tognum, is now trading MTU Onsite Energy branded modular CHP plants are available as of now in
99 kW at 1,800 rpm. under the new name MTU Onsite Energy Systems GmbH. By taking the North American market. Buyers can choose between two versions. The
over the electricity generator producer from Ruhstorf near Passau in small units with Series 400 engines produce between 128 and 358 kilowatts
Wildcat 5 to 3,000kw range for
April this year, Tognum is aiming to expand its business in localized
energy plants and its onsite energy product portfolio. The products
of electrical output and can be fueled by natural gas, biogas, landfill gas or
sewage gas. The large units with Series 4000 engines run on natural gas and
action onboard gensets
already made in Ruhstorf will now be marketed as “Aggretech by MTU generate between 764 and 2,135 kilowatts of electricity. The modules pro-
Onsite Energy”. duce electricity and heat at the same time (combined heat and power or
Two new Seacor Marine offshore supply ships will have “The new name for this subsidiary underlines the fact that MTU CHP generation). MTU Onsite Energy sells its CHP modules via a network of
a top speed of 46 knots courtesy of quadruple MTU Se- Tognum has agreed a general contract with onboard generator Onsite Energy Systems is a fundamental component of Tognum’s de- authorized dealers in the USA, Canada and Mexico.
ries 4000 Type 16V 4000 M73L engines. Seacor Mari- producer Northern Lights Inc. of Seattle/Washington (USA) centralized energy generation business,” explained Ulrich Kemnitz, CHP plants have been used successfully in Europe and Asia for more
ne is a leading operator of supply ships for the oil and for the purchase of onboard generator sets with output ratings Executive Vice President with responsibility for Onsite Energy opera- than 35 years. The large choice of usable fuels provides a broad spectrum of
gas industry and has once again opted for the 3,860 hp from 5 to 280 kilowatts. The Tognum sales organization will tions at Tognum. “As well as customized solutions, we will be extending applications from agricultural businesses to community facilities, hospitals,
propulsion systems supplied by MTU for its latest craft. sell the gensets as MTU-branded units for commercial vessels the Tognum product portfolio by the addition of standard systems and universities and production plants. “Because of the growth in population and
Seacor Lynx and Seacor Leopard are both 190 feet in and leisure craft in combination with MTU propulsion systems. will shortly be concentrating assembly of standard system diesel gen- the accompanying economic growth, we will have a constantly increasing de-
length, carry up to 150 passengers and can transport as This means that the Tognum Group has extended its product sets with MTU Series 1600, 2000 and 4000 engines in Ruhstorf.” mand for energy all over the world, and this technology makes it possible to
much as 150 tonnes of cargo on deck. portfolio at the lower end so that it now offers the full spec- generate power and heat right where they are needed – reliably, highly effici-
“The large distances and the need to convey crews trum of onboard power generators across a range of power ently and ecologically,” said Ulrich Kemnitz, Executive Vice President Onsite
and urgently required supplies to the drilling rigs quickly outputs from 5 to 3,000 kilowatts. So Tognum is now able to Energy at Tognum.
demands fast ships,” explains Joe McCall of Seacor Ma- offer advice, sales and service for the entire engine room from
rine. “With their high power-to-weight ratio and low fuel a single source.
consumption, MTU engines are the units best suited to
the hull configurations of the new Seacor Lynx and Seacor
Leopard,” McCall expands. And he adds that, “Dealer
support and many years of experience with MTU also pla-
yed an important part.” The ships will be equipped with MTU on the Adriatic In brief:
MTU’s Callosum automation system. An integrated ship
monitoring and control system, it monitors not only the In order to oversee its internal waters, territorial sea and eco- UIC certification for new rail engine Supplier Award winners
propulsion engines but also the onboard generators and logical as well as fisheries protection zones, the Republic of Tognum has obtained the UIC Certificate 623 for the V16 version of For the second year in succession, Maschinenfabrik Spaichingen has
a large number of other ship’s services. It allows the ope- Croatia recently started operating the patrol boat “Marino the MTU Series 4000 R84 engine for rail applications. Based on testing won Tognum’s award for Best Supplier of Finished Parts. The top-rated
rative personnel to literally see everything that the ship is c”.
Jakomini´ A twin installation of high-performance MTU 16V according to UIC procedures, which includes not only an endurance test unfinished parts supplier was Giesserei Heunisch. The winner in the new
doing at one time on a single screen. 2000 engines at 1,050 kW each enables the coast guard to but also measurement of the exhaust emissions, the engine has demons- Onsite Energy award category was Hering and the number-one compo-
manoeuvre the vast area quickly and efficiently: with speeds trated its mechanical qualities and its compliance with the EU IIIB emis- nent supplier was Zeulenroda Präzision Maschinenbau.
of up to 28 knots (52 km/h), the vessel and its crew of se- sion standard.
ven promptly reach their destination to observe, monitor and Breaking new ground in Poland
control other boats and vessels. Quality management in Aiken accredited The Tognum Group has turned the first sod for the construction of the
Tognum America’s MTU plant in Aiken recently successfully passed new production plant in the Polish city of Stargard Szczecinski. Tognum
an audit for accreditation to the ISO 9001:2008 standard for quali- subsidiary MTU Polska will start producing the first components for
ty management processes. The site had already obtained ISO 14001 MTU-brand engines there in the second half of 2013.
environmental certification in March this year.
16 I MTU Report 02/12 MTU Report 02/12 I 17
Just one press of a button by the train driver is all that is required to switch over to
electric traction mode.
Fuel consumption up to 25 percent lower hybrid traction system with a diesel engine and
and almost silent operation even on routes electric motor,” Lehmann explains. As part of a
without overhead power lines. Both are joint pilot project with Deutsche Bahn subsidiary
made possible by the new MTU Hybrid Po- DB RegioNetz Verkehr GmbH Westfrankenbahn,
werpack. It is currently undergoing testing in MTU converted a Class 642 railcar with diesel-
a railcar in Germany and is expected to be mechanical traction to hybrid power. Since May
approved for use on local services by the end 2012 it has been in action at shows and in prac-
of the year. tical trials. Approval for operation on passen-
ger services is scheduled for the end of the year.
All of a sudden silence descends. Not even the The project has been subsidized by the German
distinct hum of the MTU diesel engines is to be Federal Ministry for Transport, Construction and
heard. They have gone quiet too. Almost noise- Urban Development as part of the Electric Trans-
lessly, the red Siemens Desiro VT 642 railcar port Model Regions program which is coordinated
glides past the green forests and white houses by NOW GmbH, Germany’s national organization
of the hilly Bavarian landscape. Just before for hydrogen and fuel cell technology.
everything fell silent, there was a soft click – just
the press of a button by the train driver was all Fuel consumption up to 25 percent lower
that was required to switch the diesel engine of The Hybrid Powerpack has been developed from
Since May 2012 the hybrid railcar has been in action
at shows and in practical trials.
the new MTU Hybrid Powerpack off and the elec- the proven MTU underfloor traction modules. Up
tric motor on. A smile spreads over the face of to now they have contained only a single power
MTU project manager Ingo Lehmann. He and his unit, a diesel engine. The Hybrid Powerpack has
team have been working on this special hybrid not only a 315-kilowatt Type 6H 1800 R75 die-
powerpack for years. It has long since demons- sel unit but also a up to 400-kilowatt electric
trated its capabilities on the test bench. Now it is motor. And MTU has also incorporated an SCR
being tested out on the German railway. exhaust aftertreatment system with an urea tank
in the hybrid power module to comply with EU
Approval for passenger service by end IIIB emission standard which came into force as
of the year of 2012. In this configuration, the Hybrid Power-
“The VT 642 is something new in Continental pack is also suitable for ecologically repowering
Europe. It is the first railcar to be powered by a existing diesel railcars. As a parallel hybrid unit,
«The VT 642 is the first railcar in Continental Europe to be
the underfloor traction module can be operated
in diesel-only or electric-only mode or in diesel-
electric mode. And that pays dividends. Both fuel
powered by a hybrid traction system with a diesel engine and consumption and carbon dioxide emissions can
be reduced by as much as 25 percent.
electric motor. Ingo Lehmann, MTU Friedrichshafen
18 I MTU Report 02/12 MTU Report 02/12 I 19
Brake & save
When a train brakes, it releases large amounts of energy in the form
of heat. Normally, that energy simply dissipates and is not used.
However, it can be used to drive the train and MTU’s Hybrid Power-
pack makes use of the principle involved: A specially developed
crankshaft starter-generator (CSG) absorbs the kinetic energy, con-
verts it to electrical energy and stores it in a lithium-ion battery.
When the train moves off, the current flows from the battery to the
CSG which re-converts the electrical energy to kinetic energy, dri-
ving the crankshaft. Depending on demand, a frequency converter
With the MTU Hybrid Powerpack railcars can reduce both fuel consumption and carbon dioxide emissions by as much as 25 percent. Conventional Powerpacks form the basis for the MTU hybrid system.
controls the flow of energy from the battery to the drive unit and
However, they have been modified to create enough space for the
hybrid technology. That means that they can be fitted in trains as
«This project is a significant milestone along the way to
part of routine repowering operations.
Energy from braking
The new traction system enables recovery of
the kinetic energy from braking by converting it universal use of low-emission and environmentally friendly
into electrical energy using an alternator. Ingo
Lehmann, the man in charge of the rail hybrid
project at MTU, explains the principle: “Every
trains on non-electrified lines.
Claus Werner, DB RegioNetz Verkehrs GmbH
time the train brakes, the energy is stored in a
lithium-ion battery. And whenever it is required to
power the electric motor, the battery gives that air conditioning by ten percent. The system will adapted to different topographical conditions. It
energy back – when passing through a tunnel, also be powered by energy from the lithium-ion will thus be fundamentally transferrable to diffe-
arriving at a station or traveling through a densely batteries. rent classes and usable across Deutsche Bahn or
populated area.” The recovered braking energy is by other public transport companies. “This pro-
also used to supply auxiliary electrical equipment “Significant milestone” ject is therefore a significant milestone along the
such as air conditioning compressors. It is a tech- Following passenger-service approval, the hybrid way to universal use of low-emission and environ-
nology that is particularly effective on local ser- prototype will go into service with Deutsche Bahn mentally friendly trains on non-electrified lines,”
vice routes involving stop-and-go operation with subsidiary Westfrankenbahn on the route bet- states Clause Werner, who is in charge of testing
frequent braking and acceleration phases. ween Aschaffenburg and Miltenberg in the Lower and approval of the hybrid railcar at DB Region-
Main region of Bavaria. With its 14 stops in the Netz Verkehrs GmbH.
The division of tasks between MTU and Deut- space of 37 kilometers, this route provides the
sche Bahn was clear – MTU developed the Hybrid ideal situation for testing out the hybrid trac- Text: Lucie Dammann
Powerpack and bench-tested it. Deutsche Bahn, tion unit in stop-and-go conditions. The insights Pictures: Robert Hack
for their part, integrated the components and gained from passenger service operation there Graphics: Roland Witsch
systems in the existing railcar and will have the will inform related follow-on projects. The aim is
vehicle approved for local passenger service. to convert more locomotives in the coming years
As another part of the project, the manufac- and to develop the hybrid technology to the point To find out more, contact:
turer Konvekta Schwalmstadt also developed and where it is ready for series production as a trac- Ingo Lehmann
tested out an eco-friendly CO2 air conditioning tion unit for local transport railcars. The techno- firstname.lastname@example.org
system which will reduce the energy demand for logy will be a modular concept so that it can be Tel. +49 7541 90-3467 9
1 Diesel engine
2 Crankshaft Starter-Generator
The lithium-ion batteries for traction and onboard (CSG)
power supply on the railcar are mounted on the roof 3 Gearbox
of the vehicle together with the DC/DC transformer 4 Exhaust aftertreatment system
for onboard power supply, the central control cabinet, 5 AdBlue® tank
the air conditioner for the lithium-ion batteries, the 3 5 2 1 8 4 7 6 6 Lithium-ion battery
new-design air conditioning system for the passenger 7 Traction power converter
compartment and the auxiliary equipment power 8 System controller
converter it requires. 9 Onboard power supply
MTU Report 02/12 I 21
New lifeboat for Sassnitz station
The lifeboat crew of the
German Maritime Search
and Rescue Service in Sass-
nitz has a new home from
home. A gleaming white,
36.5-meter lifeboat with a
top speed of 25 knots: the
Harro Koebke. It started
service a few weeks ago
at its base on the island of
Rügen. Now the lifeboat-
men are making their oc-
casional home comfortable
and getting the boat ready
lands Germany Poland
MTU Brown MTU Brown
0-17-28-62 80% der Farbe 60% 40% 20%
CMYK CMYK CMYK CMYK CMYK
80% der Farbe
Harro Koebke is the name of the new lifeboat stationed in Sassnitz. It is one of 15 rescue craft powered by MTU
engines. The German Maritime Search and Rescue Service, DGzRS, has a total of 30 MTU engines in use.
Czech MTU Report 02/12 I 23
Monday morning on Rügen. The lifeboat Harro Koebke gleams in the sun- vice, the DGzRS. It is also the service’s biggest lifeboat operating in the
light. It is still quiet in Sassnitz harbor this early in the morning. The first few Baltic Sea. It is stationed at Sassnitz on the island of Rügen. And its patch
pleasure boats are on their way to the famous Rügen chalk cliffs and a few is the stretch of the Baltic Sea between Cape Arkona and the island of
sailing yachts are heading out into the Baltic Sea. Moored on the western Greifswalder Oie off Rügen. The 36.5 meter craft replaces an old lifeboat
quay are a blue-and-white tug, next to it the Harro Koebke, and next to that which was decommissioned after 34 years’ service. The permanent crew
a blue police launch. At first sight, everything appears in a slumber. Only consists of eleven lifeboatmen, five of whom are on watch, i.e. on duty on
on board the lifeboat is the hum of activity to be detected. Actually, it is the the lifeboat, at any one time. On average, the lifeboat crew spend 14 days
vacuum cleaner – affectionately named Fiffi by the crew – accompanied by at a stretch on board, during which time they are on standby around the
the clatter of pans in the galley and the opening and closing of doors – the clock. There is a tradition of sea rescue on Rügen going back more than
normal early morning routine on the Harro Koebke. Coxswain Hartmut Mühl- 100 years. The Harro Koebke is the fifth lifeboat to be stationed at Sassnitz.
wald and his five-man crew are preparing themselves and the lifeboat for a Like its predecessor, the Wilhelm Kaisen, it is powered by MTU engines. Two
new day. A quiet morning like this is the best time for Jörg Bollnow and Dirk Type 8V 4000 M70 units and one Type 16V 4000 M71 propel the vessel at
Neumann to finish the new net for rescuing people at sea and fixing it to speeds up to 25 knots, that is a good 46 kilometers per hour.
the deck railings. “At the moment we are still settling in,” explains Captain
Mühlwald. Lots of things on board are not yet quite the way the lifeboatmen The eleven crew members work together in alternating shifts. There are also
would like. “Before, on the Wilhelm Kaisen, we repaired and maintained; twelve volunteer lifeboatmen who step in if there is an emergency. At least
now we are arranging things in the best possible way for rescue operations five crew are on duty at a time. They get on well together, always ready with
and life on board,” relates the likeable coxswain, adding that, “We will und- a joke and a smile. And they are a close-knit team; everyone knows what
oubtedly need six months before everything is the way we want.” Tanned their job is and trusts the others to do theirs. That is an important factor in
and weatherbeaten, he leans against the railings in his red overalls. His blue rescue missions. “In emergency situations we have to be able to rely on one 2
eyes proudly survey his new boat. He gives the impression of someone you another,” explains Mühlwald. It is not just in a rescue operation that things
can rely on and who keeps his word. His two co-seamen, Bollnow and Neu- have to be just right; the team has to work well in the day-to-day routine as
mann, are working on the net again. They say very little. Unsurprisingly, well. Five of them live together in very cramped conditions onboard ship.
because that is the way of the North Germans. And when a word or two is They each have their own cabin, of course, but they are only allowed off the
exchanged between these easy-going mariners, it comes out as a mixture ship for a very short time when on duty. “Our days consist of a lot of routi-
of typical plattdeutsch with a smattering of East German dialect. “That OK?” ne work,” Mühlwald relates. “It starts with the seamen – you can tell them
“Yeah, fine”. Suddenly a shrill alarm sounds. A ship in trouble? A rescue by their red trousers – making breakfast. In return, the crew with the green
call? The crew remains completely relaxed. Except for Captain Mühlwald, trousers – the engineers – make supper,” he adds. There are no women on
who races to the bridge to see what’s up – and returns to his colleagues as board. “That would be too complicated. However, the smaller vessels which
calm as before. False alarm. It was just the telephone ringing. “There are are manned exclusively by volunteers, do have female crew members,”
one or two things here we still have to get used to,” Mühlwald explains. Mühlwald points out.
Sassnitz lifeboat station Manfred Lucas is first engineer on the Harro Koebke. He is unmistakably
The lifeboat Harro Koebke and its dinghy Notarius form the second largest the team’s calming influence. Relaxed, in control and rather thoughtful. In
unit of the fleet operated by the German Maritime Search and Rescue Ser- the engine room in the innards of the lifeboat, he writes down all the impor-
Coffee break in the
mess: Jörg Bollnow, Ulf
Dietrich, Dirk Neumann,
Kai Trottnow, Manfred
Lucas and Coxswain
Hartmut Mühlwald (left
to right) are a close-knit
1 The newest of the
60 lifeboats operated
by the German Mari-
time Search and
Rescue Service: the
Harro Koebke is named
after a South German
2 No loose ends: Dirk
Neumann and Jörg
Bollnow make sure
that the net ropes
MTU Report 02/12 I 25
24 I MTU Report 02/12
tant data from the display of each engine control stand. In his notebook, he
meticulously records the coolant temperatures, pressures and other ope-
The Maritime Rescue Coordination Center of the DGzRS in Bremen manages all rating data of the three MTU engines. But most of the information, such
missions of the DGzRS fleet, as well as all Search & Rescue (SAR) actions in the as the amount of fuel remaining or the fuel injection pressure is provided
German maritime zones. Around 180 full-time employees and 800 voluntary staff
as a data printout. “In the past we really had our work cut out. But today
man 60 rescue cruisers and lifeboats between the Ems estuary in the west and the
Bay of Pomerania in the east, performing over 2000 missions per year – round-the- there are so many electronic systems that there is hardly anything we can
clock and in all weather conditions. In 2011 alone, the DGzRS crews carried out repair ourselves any more,” Lucas recounts. There is a tinge of sadness in
2,106 missions, rescuing 1,323 people in distress or danger at sea. his voice when he says that. Lucas still remembers the old MTU Series 331
and 396 engines. He worked on them often enough. “The new automation
system, Callosum, is fantastic alright.” The Callosum system monitors and
controls not only the propulsion units but also the ship’s services. “So I
don’t have to go into the engine room as often when we’re at sea,” the
experienced engineer observes. “Any problems are now indicated on the
computer,” the man in the green overalls elucidates. He puts his glasses
back on and writes down some more figures. Very shortly afterwards,
Manfred Lucas is standing in the galley. Today there are mustard eggs on
the menu. “Manfred’s the only one who can cook them properly, so that’s
what we asked for,” enthuses engineer Kay Trottnow. A different member of
the crew does the cooking each day. “We always decide on the weekly meal
plan at the start of the shift on a Wednesday.” Lunch is served punctually at 2
twelve every day – an important team ritual for everyone on board.
New home from home
The DGzRS began planning for the new lifeboat five years ago. The Sass-
nitz crew were involved in the process from the start. “The lifeboat service
granted many of our wishes, but not all. We would have liked a bigger life-
boat,” smiles coxswain Mühlwald. But that was too expensive. The DGzRS
is financed exclusively from voluntary donations and receives no contribu-
tions from the taxpayer. Construction of the boat at the Fassmer shipyard
finally started two and a half years ago. One of the crew was very often on
site. And when it came to installing the engines, it was obvious who would
be in attendance – Manfred Lucas. Now, only a few weeks after commissi-
oning, he is already familiar not only with the MTU engines but also all the
other systems on board. His worry at the moment is that the organic wa-
ter recycling plant is not working properly – it isn’t cleaning the waste wa-
ter. He measures the bacteria content every day. “We are gradually getting
on top of the problem,” he grumbles with a glance at a large test-tube con-
taining brown liquid. The planners brought others into the process besides
the Sassnitz crew. Lifeboatmen from Helgoland were also involved in the
discussions. The reason being that the lifeboat’s dinghy is an innovation.
“In the beginning, we weren’t convinced at all by this rigid-hull inflatable,”
Mühlwald admits. “Then the British company came over and we were able
to test out the dinghy together with the Helgoland crew. It completely con-
vinced us,” the skipper enthuses. The Sassnitz crew are now the first unit
in the DGzRS with a rigid-hull inflatable dinghy. The Helgoland station will
get the second in September. Engineer Kay Trottnow is completely in rap-
tures. He and two colleagues were sent to Scotland for a training course
on the new dinghy. “We had to tackle three or four-meter waves head-on at
full speed. It takes some nerve, but it was absolutely awesome.” The dinghy,
which is capable of 32 knots, is accommodated in the stern of the lifeboat.
Like the Harro Koebke, it is designed to be self-righting if it capsizes.
The mustard eggs made
by Manfred Lucas are a 1 Engineer Kai Trottnow
special treat according to checks the oil level in
the rest of the crew. A the MTU Type 16V
different member of the 4000 engine.
crew does the cooking 2 When the boat is at
each day. sea, the first engineer
monitors and controls
the three MTU engines
using the Callosum
automation system. MTU Report 02/12 I 27
The three MTU engines produce a combined output of 4,785 hp capable of
propelling the lifeboat at speeds up to 46 knots.
In the afternoon, the Harro Koebke heads out on an exercise. Before the
engines can be started up, Manfred Lucas has to go down into the engine
room. The MTU power units are always pre-heated. That helps them start
up more easily. Lucas checks over the three engines and gives the goahead
within a couple of minutes. Now the engines can be fired up. The deck un-
derfoot vibrates slightly and the rich hum of the MTU diesels can be heard.
The lifeboat glides slowly out of Sassnitz harbor. Past Europe’s longest
dockside towards the famous chalk cliffs of Rügen. The bridge is a hive of
activity. Seaman Dirk Neumann is at the helm. He attentively monitors the
radar and the other instruments. Coxswain Mühlwald stands next to him
with binoculars. Even though this is just a run out for the engines, the men
still check the sea around them to make sure nothing is amiss. Neumann
slowly takes the speed up to 25 knots. Manfred Lucas is sitting in the back-
ground. He has come back up from the engine room and is checking on his
engines on the Callosum monitor. Injection pressure, temperature and fuel
consumption. “Everything OK,” calls Lucas, “Engines running smoothly.”
First outing for the fire pump: the middle engine, the V16 MTU Series 4000, drives the fire extinguisher pump. It has a range of 110 meters.
Everything on the sea is OK too. A few sailing enthusiasts are taking advan-
tage of the fine weather. But all are in good shape. “If necessary, we rescue
people who fall ill at sea but primarily we deal with people whose vessels
ON TH e s P OT
have got into trouble at sea,” relates Mühlwald. “Though yesterday we had
to tow out a sailing yacht that had run aground in the shallows.”
The crew is called out on rescue operations 60 to 80 times a year. In very
urgent situations, they can call on the rescue helicopter. But in most cases,
the team is accompanied by doctors from the local area. Below deck there
is a small medical room equipped with all the necessary equipment such
as oxygen cylinders and ECG. At least one of the crew is a trained para-
medic. But all crew members are capable of the fundamentals. They all
regularly attend courses, including the resuscitation course once a year.
“Sometimes, a rescue operation involves towing a small boat back to port,”
Mühlwald explains. For large ships, the tug is called out from Sassnitz har-
bor. So that the exercise is not completely pointless, they test out the new
fire extinguisher pump. Dirk Neumann brings the Harro Koebke gradually to
a halt for the purpose. Once again, Lucas gives the go-ahead because this
time the V16 Series 4000 has to be run up to maximum revs. It roars loud-
ly and suddenly the water from the pump shoots over the bridge. The team
tests panning right and left, though they can’t quite get the hang of chan-
ging the elevation. “We need to practice that some more,” Mühlwald con-
cludes. The lifeboat is, after all, the new member of the team.
Text: Katrin Beck; Pictures: Robert Hack
As a reporter, you are sometimes lucky enough not just to observe events as they happen but to actually be involved. Which is what To find out more, contact:
happened to me when reporting on the lifeboat Harro Koebke. During my visit to Rügen, Coxswain Hartmut Mühlwald, said to me Thomas Müller, email@example.com, Tel. +49 7541 90-5120
that women visitors to the ship had to let themselves be rescued. Without hesitation I said, “Let’s do it!” So I was given an orange
lifejacket and trousers. They let me keep my jeans and T-shirt on underneath; I just had to take off my trainers. The suit was slightly
too big, but I wasn’t concerned about looks. The main thing was that it kept me dry. It had special neoprene cuffs and collar to keep
the water out.
O N L IN e
After the dinghy Notarius had been lowered into the water from the Harro Koebke, I had to jump into the harbor waters, which were More on this...
a none too welcoming 17 degrees. So it was a case of close your eyes and go! Or rather hold your nose and dive in! The lifejacket more images and
pulled me back up to the surface straight away. So there I lay like a ladybird on its back in the water. I found it very difficult to move. impressions
I could only paddle a bit this way and that. Fortunately, my rescuers arrived in the dinghy. They pulled a net underneath me and
Don't have a QR code reader?
rolled me over the side of the dinghy on board. Saved! So that’s how it’s done! Thanks to the lifeboatmen for a fantastic experience.
Go to http://bit.ly/NjuGnA
28 I MTU Report 02/12 MTU Report 02/12 I 29
Shipbuilding in Abu Dhabi
«The Baynunah is our pride and
» Salim Kumar, Manager Business Development
Salim Kumar is originally from India
but has been working in Abu Dhabi for
"Ten years ago this was desert, and now we're performance ships this soon," Salim says with a
The Baynunah is the first large corvette to be built in the United Arab Emirates.
building modern ships like corvettes, missile smile. Where the gigantic sheds now stand was
boats and fast patrol boats," relates Salim Kumar. still sand then. The wealth of the emirate was ba-
He is proud to show us around the construction sed on the extraction of oil and gas; other indus-
facilities of Abu Dhabi Ship Building. We walk past tries hardly played a role. But that has changed.
gigantic steel plates, through covered and half-
Ships of the
uncovered halls. There are ships everywhere – Baynunah just the start
some of them still only empty hulls, some of them The shipyard's CEO, Mohamed Salem Al Junai-
finished and ready to be launched into the sea bi, is also proud of that progress. He is certain
right behind them. "At the front there is the Bay- that the Baynunah is just the beginning. "It is our
nunah, our pride and joy," points out the manager masterpiece," he states. And when saying so he
in charge of the shipyard's business development speaks softly, almost as if wants to keep it to him-
for services. The Baynunah is one of a class of six self. But he doesn't – quite the opposite. "The
modern corvettes – 70 meters long, eleven me- Baynunah is a signal to our clients. It shows we
ters beam, with a draft of just three meters and a have the capability to build such high-spec ships,"
displacement of 830 tonnes. Those six craft are Al Junaibi is keen to point out. Up to now, the Gulf
to form the backbone of the Navy of the United States have typically bought their naval vessels
Arab Emirates, whose territorial waters they will from Europe. But the shipbuilders have adapted
patrol. And not only that – the Baynunah shows this one to the special conditions in the Gulf re-
what has been achieved here in the last few ye- gion. The high water temperatures in particular
ars. "When Abu Dhabi Ship Building was foun- demand extensive modification of the cooling sys-
ded 16 years ago, I don't suppose anybody would tems. In the future that shouldn't be necessary
have relied on it being able to build such high- so often because Abu Dhabi Ship Building aims to
30 I MTU Report 02/12 MTU Report 02/12 I 31
Mohamed Salem Al
Junaibi founded the Abu
Dhabi Ship Building yard
16 years ago. The yard
aims to provide an alter-
native to the major Euro-
«The Baynunah is a signal to our clients. It shows we
have the capability to build such high-spec ships.
Mohamed Salem Al Junaibi, CEO Abu Dhabi Ship Building
Ten years ago there was nothing but desert here. Today it is the construction site for corvettes, patrol boats and supply vessels for the Oil & Gas industry.
become an alternative to the European shipyards. Combined propulsion system for operation at full power, so at medium outputs ble and powerful – which is exactly what we need tracts with clients are expected to provide plan- Iran
At the moment its clients still come from the Uni- The ships are each powered by a combined pro- they use disproportionately more fuel. for our demanding contracts," he adds. A very ning certainty and offer customers favorable
ted Arab Emirates and the other GCC countries, pulsion system comprising four MTU 16-cylinder important aspect to him is the quality of the co- terms for servicing their ships. And Salim Kumar, Abu Dhabi
Qatar, Bahrain, Oman, Kuwait and Saudi Arabia. Series 595 engines. They drive three Rolls-Royce Reliable and powerful operation with the staff at MTU and Al Masaood. the man in charge of developing this arm of the Arabia United
But there is no reason it should always stay that waterjets via three multi-engine gearboxes. When It is not just the Baynunah Class corvettes that "Along with the shape of the hull, the engines are business, has more than government and naval Arab
way, states Mohamed Salem Al Junaibi in his ac- the corvettes need to travel at their maximum are driven by MTU engines. "The majority of our the key factor in ship design," he explains. "So vessels in his sights. "Abu Dhabi is growing at an Emirates
customed soft tone. Quiet it may be, but the tone speed of 32 knots, the captain powers up all four naval and government vessels have MTU en- accordingly, we involve MTU in the planning of enormous rate. Formula 1 attracts a large number MTU Brown MTU Brown
does not conceal the confidence that the Baynu- engines. For cruising at normal speeds, however, gines," recounts Ahsan Al Rahim, who has ma- the ships from a very early stage." of wealthy people and more and more harbors are
0-17-28-62 80% der Farbe 60% 40% 20%
CMYK CMYK CMYK CMYK CMYK
nah has given the shipyard. The first ship of the one engine per gearbox is sufficient. The advan- naged numerous major projects procurement at being created," he explains, concluding that, "We Oman
MTU Blue MTU Blue
60% 40% 20%
50-25-0-10 80% der Farbe
class was subcontracted to the French shipyard tage of this CODAD system is that at cruising Abu Dhabi Ship Building. As examples he cites 34 Long-term maintenance contracts want to service and upgrade super yachts too in
CMYK CMYK CMYK
CMN and Abu Dhabi Ship Building delivered the speeds, when the ships do not need to be going patrol boats for the Critical National Infrastruc- Cooperation is set to become even closer in futu- future. In his view, the shipyard has the perfect
vessel this year and is due to complete the remai- any faster than 15 knots, the engines are not con- ture Authority and twelve patrol boats for the Uni- re with the maintenance and through life support conditions for doing so: air-conditioned and dust-
ning five by 2014. stantly being driven at low to medium power. That ted Arab Emirates Navy – all equipped with MTU services for the ships. That will be the shipyard's free sheds with all the latest equipment. Sea
is of benefit because the engines are optimized Series 2000 power units. "The engines are relia- next big mainstay. Long-term maintenance con-
32 I MTU Report 02/12 MTU Report 02/12 I 33
«Along with the shape of the hull,
the engines are the key factor in ship
» M. Ahsan Al Rahim, Manager Major Projects
Ahsan Al Rahim headed the Project
Procurement. He is more than satisfied
with the excellent cooperation between
MTU, Al Masaood and Abu Dhabi Ship
The corvette Baynunah is powered by
four 16-cylinder MTU Series 595 diesel
Most of the naval vessels constructed by Abu Dhabi Ship Building over the last ten years are powered by MTU engines.
Vast market pyard has only been in existence for 16 years. It Specialists from all over the world is important to the CEO is to bring the best peo-
Mike Stamford is a little more reserved in that re- took European shipbuilders more than 40 years That special atmosphere is something company ple to Abu Dhabi. "Experts from all over the world
gard. Hailing from UK, he has worked at the shi- to be able to make ships of the size and quali- boss Mohamed Salem Al Junaibi also picks out. work here, and that is what makes us so success-
pyard for five years and is the Director of Sales ty that Abu Dhabi Shipbuilding is already produ- He is one of many locals at Abu Dhabi Ship Buil- ful."
with specific responsibility for the new build na- cing today.".He has worked at various shipyards ding in management positions. "I feel like a father
val and commercial vessels. And he makes it around the world for 25 years now. Looking back, who has to make sure that the staff from diffe- Text: Lucie Dammann
clear that it is obviously the main focus now. He he sees one thing in particular that has changed: rent cultures work together well and are happy, Pictures: Robert Hack, Abu Dhabi
reveals nothing about future contracts. And ven- clients are better informed. "In the past we had he says. And it's true: when you walk through Ship Building
tures only that, "The demand in the Gulf States is to advise buyers much more extensively; today the various sheds of the shipyard, you notice that
enormous and there are lots of projects on the they know pretty well exactly what they want," he there are people from every continent working
market." So many that he will not be able to take observes. He has been in Abu Dhabi since 2007. here. Eighty percent of them are foreign natio- To find out more, contact:
all of them on, because Abu Dhabi Ship Building "Specialists from all over the world come to Abu nals. Most of them live together in a staff village Walid Magd E. Ibrahim
cannot expand fast enough. Even if a lot is still Dhabi to work. That gives it a very special atmos- right next to the shipyard. There are leisure facili- firstname.lastname@example.org
possible. "You have to look at it this way: the shi- phere which is very enjoyable," he expands. ties, shops and even a doctor's surgery. But what Tel. +971 2 551 0707
34 I MTU Report 02/12 MTU Report 02/12 I 35
Gensets in data centers
A data center looks unspectacular. But behind the myriad doors is hidden the entire knowledge of a
corporation. Backup gensets make sure that it remains accessible if the mains electricity fails.
Large data centers are notoriously hungry for power. Computer
servers depend on it to keep humming. So does the air conditio-
ning and ventilation equipment required to cool the servers down.
When a data center can improve its energy efficiency, it not only
reduces operating costs but it also provides additional safeguards
against power loss. Vantage Data Centers did just that in their faci-
lity in California, using novel energy-saving techniques and emer-
gency standby generator sets from MTU Onsite Energy.
36 I MTU Report 02/12 MTU Report 02/12 I 37
Top online companies count on Vantage Data Centers to pro- sets for V2, but we plan on having a total of ten generator sets Energy
tect data used for social networking, social commerce, online when the building is complete,” says Jennifer Fraser, Director
social gaming, cloud storage and video game development. of Design Construction for Vantage Data Centers. “The facili-
Data security is of such high concern that the companies ty is designed for growth and the self-contained generator sets
won’t even divulge their names to the outside world. are located outdoors so we can incrementally increase the
number of generators more easily.” To comply with local envi-
At Vantage’s new 73,000-square-foot expansion facility — ronmental ordinances, the generator enclosures are designed
called V2 — the name of its sole tenant is also kept private. to reduce sound to 73 decibels. In addition, each generator-
Like other Vantage customers, it values Vantage’s commitment drive engine is outfitted with a Diesel Particulate Filter (DPF)
to energy efficiency. According to Greg Ness, Vantage’s Chief to capture any soot in the exhaust to comply with California’s
Marketing Officer, Vantage “develops highly efficient and cus- strict air quality rules.
tomizable data centers that significantly reduce IT infrastruc-
ture, cooling costs and carbon emissions so customers can Redundancy ensures reliability
substantially reduce their total cost of operations.” Like most data centers, the V2 facility has a backup plan to
its backup plan. Redundancies are in place to prevent loss of
Lower temperatures, lower costs data or service during utility outages, most often caused by
From the top down, the V2 facility was built to save energy. lightning storms. According to Fraser, the facility has utility
1 Cabinets like these house the technological backbone of many corporations. The
Ness says that the V2’s cooling system utilizes an energy-effi- feeds from two sources in addition to its Uninterruptible Po-
servers, air conditioning and ventilation systems require large amounts of energy.
cient design that allows cool outside air to flow down on the wer Supply (UPS) systems and emergency standby generators. 2 The new Vantage Data Centers installation covers 6,800 square meters of floor space.
racks of servers. Vantage also lowered the static pressure If one utility feed fails, the second feed will automatically take 3 Six MTU Onsite Energy emergency backup gensets ensure that electricity is
inside the building, which has cut power consumption signi- over and supply the facility. If both utility feeds fail, the UPS never in short supply at the facility.
ficantly. Power Usage Effectiveness (PUE) is a measurement system would supply power to the servers while all six genera- 3
of data center efficiency. According to the Uptime Institute, tors start and take over the load. In the unlikely event that one
typical data centers have average PUEs above 1.9. Some even or more of the generators did not start, there would still be
have a rating as high as PUE 3.0—meaning that two-thirds of enough standby power to supply the load. The generators can
a facility’s power consumption would be used for cooling and operate for approximately 24 hours before they need refueling.
only one-third for the IT equipment. Vantage’s V2 facility has a
PUE of 1.12, one of the best ratings in the industry. The data centers are also ready for other forces of nature.
Operational efficiencies also impact the emergency standby Since earthquakes are common in Southern California, all
«The tests went so well that Vantage and their onsite enclosures and MTU Onsite
Energy generator sets have
been certified to withstand
engineer said it was one of the best performances they seismic activity. “All of Van-
tage Data Centers’ projects
ever witnessed. Steve Homan, Valley Power Systems are designed to the Inter-
national Building Code seis-
power system requirements. With lower energy demand, more mic standard and carry a critical facility importance factor of
redundancy can be built into a system. This ensures excepti- I=1.5,” says Fraser. Facilities that carry an I=1.5 rating have
onal reliability—which is crucial for data centers that need to life-safety or mission critical issues that require emergency
maintain uptime at all times. Of course, engineering and de- standby generator sets that can survive an earthquake and still
sign play a key role in reliability, too. Vantage found the quality operate normally.
they needed in MTU Onsite Energy emergency standby genera-
tor sets. “MTU Onsite Energy generator sets were selected on Passing the test
the basis of their superior load acceptance and performance— Vantage didn’t leave anything to chance. The V2 emergency
their ability to be hit with full load and then quickly recover standby power system endured rigorous testing to make sure
voltage and frequency,” says Steve Homan of Valley Power all the components performed as designed. During this pro-
Systems, an MTU Onsite Energy distributor. cess, the generator sets undergo a utility power interruption.
According to Homan, “The tests went so well that Vantage
A greater power and their onsite engineer said it was one of the best perfor-
Outside V2 in a weatherproof enclosure, the six 3,000 kW mances they had ever witnessed.” The Vantage facility design
generator sets are standing by, ready to spring into action is a model for energy efficiency, as well as power reliability.
at any time. Each generator set features an MTU 20V 4000 Through innovative building and mechanical systems, plus
generator-drive engine with approximately 20 percent more careful integration of emergency standby power systems,
cylinder displacement than other engines of similar horsepo- Vantage keeps massive amounts of data flowing, with no
wer. “The greater displacement supplies more reserve torque stoppage in sight.
and help the generators absorb a full load in one step and
recover quickly,” says Homan. “The greater displacement also Text: Robert Sheldon
reduces fuel consumption and reduces stress on the engine’s Pictures: Fotolia, Vantage Data Centers
internal parts, improving reliability and longevity.”
To find out more, contact:
Since online companies can grow rapidly, Vantage has a plan Al Prosser, email@example.com
to expand. “We initially deployed these six standby generator Tel. +1 507 385-8629
MTU Report 02/12 I 39
38 I MTU Report 02/12
Marathon Performance in Canadian Coal Mine
To Haul and Back
It’s a dirty job, but somebody’s truck has to Today, more than 300 Series 4000 engines are
do it. At Canada’s largest surface coal mine, installed in Liebherr trucks, working at about a
a fleet of trucks is put to the test daily, each dozen mine sites around the world, according to
hauling 400-ton loads for Highvale Mine. Adam Matlock, Senior Service Engineer for MTU
Equipped with meticulously maintained engines at Tognum America.
MTU Series 4000 engines, the vehicles have
accumulated impressive hours in extreme Working overtime
conditions. And they keep coming back for The engines in Highvale’s Liebherr trucks are
more. 20-cylinder Series 4000 models that provide
3,650 hp for hauling heavy overburden loads.
Covering almost 30,000 acres (120 km2), the In late 2011, one of these engines was replaced
mine yields roughly 12 million tons of coal each after a notable four-year run during which it
year. That’s an impressive haul. But before that logged over 23,000 service hours, exceeding the
happens, the material that rests above the coal engine’s maximum expected life by more than
(overburden) must be removed. This job is an 3,000 hours.
even larger undertaking. A small army of power
shovels, excavators, conveyors, trucks and explo- This overachieving engine is planning a come-
sives must all work together to excavate the over- back. Recently, it was sent to Wajax Power
burden and expose the valuable coal deposits Systems in Edmonton, the local MTU servicing
underneath. distributor, where it will be overhauled for reu-
se. Meanwhile at Highvale, the haul truck that
Power shovels load tons of overburden into huge housed the engine is back on the job, powered by
haul trucks which travel, back and forth on rough, a spare engine kept by the mine operator, Prairie
unstable terrain tirelessly. At Highvale, the hauling Mines & Royalty Ltd. (PMRL) to minimize down-
fleet consists of ten trucks, including six Liebherr time caused by engine replacements. The engi-
T 282 B diesel electric trucks capable of carrying ne now being overhauled will serve as the spare
400-ton loads. Besides hauling heavy loads, the when the work is completed.
trucks often operate in Canada’s notoriously cold
winters when temperatures can drop to 40 be-
Extreme workloads and conditions are just part
of the daily routine at Highvale Mine. Equipped
with MTU Series 4000 diesel engines, Highvale’s Alaska
trucks are up to the challenge. The engines, used Canada
in several different mine trucks in 12-, 16- or
20-cylinder configurations, have logged approxi-
mately three million hours in mining operations. Edmonton
MTU Brown MTU Brown
0-17-28-62 80% der Farbe 60% 40% 20%
CMYK CMYK CMYK CMYK CMYK
MTU Blue MTU Blue
60% 40% 20%
50-25-0-10 80% der Farbe
CMYK CMYK CMYK
Mining is a hard business. Not just for
the mineworkers but also for the MTU
engines which perform the donkey work.
And without regular maintenance, it
simply would not be possible. Cuba
40 I MTU Report 02/12 MTU Report 02/12 I 41
1 The coal mine extends over more
than 120 square kilometers in an
area 70 kilometers west of Edmonton
in the Canadian province of Alberta.
2 There are six Liebherr Type T 282 B
haul trucks in operation, each
powered by a 20-cylinder MTU Series
4000 engine producing 3,650 hp.
At Highvale, long engine life is crucial because The secrets of long life
an engine overhaul is an added business expen- In addition to following a routine maintenance
se. Equally important, exceptional engine relia- schedule, owners of Series 4000 engines should
bility reduces vehicle downtime, which can cost pay attention to fuel quality, according to Ran Ar-
the mine tens of thousands of dollars a day in cher, Sales Manager for MTU mining engines at
lost revenue. “Minimizing downtime is more im- Tognum America. Fuel contamination must be
The Highvale Mine in
portant than anything,” said Jim Richter, PMRL’s minimized and the fuel must comply with lubricity Canada has been in
truck maintenance planner at Highvale. “We have requirements to facilitate the motion of injectors operation since 1970.
a fairly small fleet, so truck availability needs to and other components. In addition, Highvale tries Each year the mine pro-
be very high.” to improve fuel cleanliness by using systems that duces 12 million tons of
filter fuel as it’s transferred from delivery trucks coal which are used,
among other things, to
Maintaining high standards into fuel tanks.
fuel two combined heat-
Why did the engine exceed expectations by 3,000 2 and-power stations gene-
service hours? This impressive feat was due to Highvale’s haul truck fleet operates on high-qua- rating 2,800MW annual-
MTU’s legendary high engineering standards and lity fuel, said Richter, who believes this helped ly.
disciplined adherence to the manufacturer’s main- prolong the life of his 23,000-hour engine. The
tenance and fuel quality recommendations. PMRL results are well worth the extra effort. “We don’t
personnel try to make sure that maintenance is have any fuel issues with any of the equipment
performed within 50 hours of MTU guidelines. we have here,” Richter said, adding that he’s
heard reports of injector-failure problems at other
MTU adheres to a proactive maintenance philo- mines. When injectors fail, he explains, the result
sophy, unlike many of its competitors. “We’re a is uneven fuel distribution in the cylinder, which
little more aggressive in our practices,” said Mat- causes hot spots that can burn out pistons and
lock. “We don’t believe in running components dry out cylinder walls—and ultimately cause engi-
until they break. Our philosophy is to proactively ne failure.
replace components before they reach the end of
their life expectancy.” The longevity of haul truck engines at Highvale
is linked to preventative measures such as using
Matlock says preventative measures pay off in clean fuel and performing recommended mainte-
the long run. It results in scheduled downtime, nance on schedule. “If you’re careful about things
boosting mine production. In addition, replacing like that,” said Archer, “MTU engines will run a
components before they break eliminates the long time and help drive down operating costs.”
Me M O
possibility that broken components will do further
damage to the engine or other components. “If At Canada’s largest surface coal mine, Highvale Tier 4 exhaust aftertreatment
a turbocharger breaks, for example, metal debris haul trucks are expected to keep working well
traveling through the system could cause a cata- into the future. Because there’s always more coal A standout in MTU’s diverse lineup of mining engines is the Series
4000 engine family from 1,000 to 3,000 kW (1,350-4,020 hp). It
strophic failure of the entire engine,” he said. to haul. And profits to be made.
delivers reliable, fuel-efficient performance down to -50°C
and up to 5,000 meters. Future generations of
At Highvale, preventative care follows a strict ti- Text: Robert Sheldon EPA Tier 4 final MTU mining engines will
metable. Key items on the engine maintenance Pictures: Getty Images, Highvale Mine, meet EPA Tier 4 emissions standards
schedule include oil changes every 500 hours, Tognum Corporate Archive without requiring exhaust aftertreatment
engine valve inspections every 3,000 hours, fuel — an industry exclusive. They will feature
cooled EGR, a two-stage turbocharging
injector change-outs every 6,000 hours and full To find out more, contact: system, an improved common rail fuel
service performed at the midpoint of an engine’s Ran Archer injection with increased injection pressu-
life. firstname.lastname@example.org re, and a new combustion process with
Tel. +1 248 560-9064 modified valve timing (Miller process).
42 I MTU Report 02/12
Modernized CHP plant with MTU Onsite Energy gas turbine
The LM 6000 PF Sprint gas turbine generates
48 megawatts of electrical output.
44 I MTU Report 02/12 MTU Report 02/12 I 45
If you want to produce energy efficiently and ly organs. He refers to the gray heat pipes that
ecologically, you are generally talking about run through the plant from the gas turbine to the
renewable energy sources. Germany aims to steam turbine as arteries. And the heat recovery
produce its electricity solely from renewable boiler and heat exchangers in between are com-
resources by 2050. Atomic power is to be pared to secondary organs that complete the
phased out as quickly as possible. But buil- system.
ding new wind farms, photovoltaic arrays or
hydroelectric plants costs time and money. The control room is the brain. It is on the second
So where will the electricity come from in floor of the building. “It’s like the human body
the meantime? The solution adopted by the – the plant only works efficiently when all the
municipal energy company in Halle is effici- components work properly together,” Jungsch ex-
ent and ecological – but does not use renew- plains. The fuel-efficiency is around 83.5 percent.
able energy. They are modernizing their co- The changeover from old to new turbine was
generation plant with a new gas turbine that stressful for him. But he didn’t lose sleep over
will provide both heat and electricity. it. “I trust my own capabilities and those of my
staff. It’s like riding a bike, once you’ve learned
You might think that completing 110,000 hours how to do it, you never forget.” And by the by,
of service would be a reason for celebration. But the power station expert reveals that, as an engi-
for the municipal energy company in the Ger- neer, the most interesting part of the CHP plant
man city of Halle it means that its old gas turbi- for him is the gas turbine. “There are any number
ne has reached the end of its useful life. So they of steam turbines. But you don’t see as many
had a choice. Either to have the old gas turbine gas turbines.” And he should know, looking after
completely overhauled or to buy a new one. “We three of them as he does. The new one is an LM
opted for a new gas turbine because it is more 6000 PF Sprint, while another CHP plant in Halle
efficient,” explained Wolfgang Jungsch, Heat Ge- has two LM 2500 units. The latter each have an
2 neration Manager at EVH GmbH, a subsidiary of output of 30 megawatts and have been in service
He knows the Halle-Trotha plant like the back of his
the Halle municipal utility company. The likea- hand: Wolfgang Jungsch is Heat Generation Manager since 2005. And they too are used to generate
ble engineer, who walks through the power sta- at the Halle energy company. electricity and heat for Halle in combination with
tion in his white hard hat as if it were his own a steam turbine. In the past, the old gas turbine
living room, is a real expert on gas turbines. He in Halle-Trotha was sometimes shut down com-
has worked here since 1989 and also looks after Power plant as organism pletely in the summer if the energy demand was
another combined heat and power plant in Hal- The new gas turbine is in the Halle-Trotha CHP low. Because the new smaller units were more
le. Two MTU Onsite Energy gas turbines produce plant. The plant is operated by Heizkraftwerk efficient.
heat and electricity there too. Halle-Trotha GmbH, a joint venture between Leip-
ziger VNG – Verbundnetz Gas Aktiengesellschaft Assembled, installed and commissioned by
and Stadtwerke Halle GmbH, the municipal ener- MTU Onsite Energy
gy provider. Between them, the two companies The new Type LM 6000 PF Sprint gas turbine has
have invested around 23.5 m euro in the conver- been in operation since 1st June. Depending on
sion of the jointly owned power plant. The power
station stands on the banks of the River Saale,
almost in a greenfield location on the edge of an Berlin
industrial estate. Electricity has been generated Britain
here since 1924 – initially in a coal-fired power Halle an der Saale
1 The Halle-Trotha CHP
plant. Since 1969, Halle has employed combined
plant has been in operati- Germany
heat and power generation at its Trotha site. The
on since 1994. It has re- Czech
cently installed a new gas
present CHP plant was built in 1994, a structure Republic
turbine supplied by MTU visually divided into two parts – the bottom half France MTU Brown MTU Brown
made of red brick, the top half of grayish-blue
0-17-28-62 80% der Farbe 60% 40% 20%
CMYK CMYK CMYK CMYK CMYK
2 The combined gas and metal sheeting. The chimney on the roof looks tria
MTU Blue MTU Blue
steam turbine plant only
60% 40% 20%
50-25-0-10 80% der Farbe
like an upturned funnel. So nothing spectacular
CMYK CMYK CMYK
achieves its fuel energy
– from the outside. Inside it is a completely diffe-
utilization rate of 83.5 Italy
percent thanks to the rent story. “The gas turbine in its reddish orange
perfect interaction bet- container is the heart of the plant,” says Jungsch,
ween all its components. who likes to compare the CHP plant with bodi-
46 I MTU Report 02/12
MTU Report 02/12 I 47
Energy Right: The LM 6000 is
new territory for
engineer Thorsten Bosch.
Up to now he has looked
after MTU Onsite Energy
gas turbines in the lower
the outside temperature, it will produce between
40 and 48 megawatts of electrical energy. The
gas turbine itself is supplied by General Electric
from Cincinnati, Ohio, in the USA. In Germany it
was assembled into a complete CHP module in
Friedrichshafen. “It was the first gas turbine of
this power class that we had put together,” re-
lates Andreas Görtz, Gas Turbine Sales and Ap-
plication Department Manager at MTU Onsite
Energy. MTU staff mounted the gas turbine on a
frame on which it is housed by the reddish oran-
ge acoustic enclosre. It also has to be hooked up less electricity and heat. If it’s a cold winter, on
with the gearbox, generator, the air supply sys- the other hand, demand rises. As a result, the de-
tem and all of the control systems. Although the mand patterns have changed so much that they
assembly principle was familiar from the smaller are difficult for energy providers to predict. And
gas turbines like the LM 2500 that MTU had sup- energy suppliers like the Halle municipal plant
plied to the other power plant in Halle, the di- don’t have it any easier. “Gas and steam turbi-
mensions of the LM 6000 were much larger and ne plants combine flexibility with high levels of
more demanding for all concerned. Installing the efficiency and fuel energy utilization. With the
gas turbine, for which MTU Onsite Energy was modernized Halle-Trotha plant we can react to
also responsible, proved a real test. “We had to the fluctuating market demands, which chan-
integrate the entire installation with all its ancilla- ge almost on a daily basis,” explains Professor
ry systems in an existing heat and power plant,” Matthias Krause, Managing Director of the Hal-
Görtz emphasizes. But only a small part of the le municipal energy company and Heizkraftwerk
The commissioning of the Halle-Trotha CHP plant
power station building could be taken down. So marks the fulfillment of the “Halle Energy Pact”. Stadt- Halle-Trotha GmbH. The Halle-Trotha modernized
the major part had to fit inside the existing plant werke Halle and EVH undertook to meet the entire CHP plant will respond to the heat requirements
as it was. And that was successfully achieved. electricity needs of the city of Halle without using of the city and the national power demand. At the
nuclear energy as of June 2012. warmer times of year, it mainly generates elec-
Six large, blue flaps form the entry point for the tricity to cover peak and medium-load demand.
air into the power plant circulation system. The In the winter, electricity and heat are provided by
air filter system removes dust particles from the the CHP plant at Halle-Trotha. Krause sees the
air and then passes it on to the gas turbine. It electricity from the gas and steam turbines is en- new gas turbine as the right solution: “The gre-
is then forced into the combustion chamber un- ough to supply a third of the population in Halle. at flexibility of the gas turbines means they can
der pressure by the compressor blades. There fill precisely the gap that renewable energies are
it mixes with natural gas and is ignited. The gas- Energy generators must adapt unable to cover. From our viewpoint, gas turbine
and-air mixture burns at approximately 1,200 Roughly 15 percent of Germany’s electricity co- technology is a bridging technology between the
degrees Celsius. In the turbine section that fol- mes from combined heat and power plants. present and the age of renewables – flexible, effi-
lows, the gas expands and in so doing converts The Federal Government wants that figure to cient and kind to the environment.”
thermal energy into mechanical energy to drive rise to 25 percent by 2025. But it isn’t just the
the generator. The generator in turn produces Government’s demands that make energy gene- Text: Katrin Beck
up to 48 megawatts of electricity for the nati- ration tricky for power plant operators. The gene- Pictures: Robert Hack
onal power grid. The hot exhaust air at a tem- ral circumstances surrounding power plant use
perature of 500 degrees passes into the steam have changed dramatically in the last 15 years. To find out more, contact:
turbine. The gas turbine drives the generator to Today, many people are saving energy becau- Andreas Görtz
produce electricity. The steam boiler uses the hot se their homes are better insulated, for example. email@example.com
exhaust from the gas turbine to produce high- And then, if the winter is mild, they need much Tel. +49 7541 90 4810
pressure steam. That steam depressurizes in the
steam turbine. In so doing it produces electri-
city and useful heat at the same time. That me-
ON L I N e
More on this...
ans that 90% of the energy from the natural gas
Impressions of a power plant 1 Exhaust diffuser 2 Low-pressure turbine
fuel used in the gas turbine is utilized. The steam
3 Combustion chamber 4 High-pressure compressor
flows through the district heating systems at tem- Don’t have a QR code reader? 1 2 3 4 5 5 Low-pressure compressor
peratures up to 130 degrees Celsius and heats http://bit.ly/M3Ajtf
somewhere around half the homes in Halle. The The intake air is first compressed in the low-pressure compressor and then further compressed by the high-pressure compressor before passing into
the combustion chamber. There gas is mixed with the air, is ignited and burns. In the low-pressure turbine, the gas-and-air mixture expands and
releases the energy that drives the turbine. The exhaust diffuser directs the hot air to the steam boiler.
48 I MTU Report 02/12
Rail MTU conquers the Romanian rail market one train at a time
With 20,730 kilometers of track, the Romanian railway
system is one of the longest in Europe. But the 1,200 loco-
motives and 300 railbuses often trundle along the deteri-
orating tracks at little more than walking pace. With the
help of modern diesel engine technology from MTU
things are set to get better on the Romanian railways.
Railcars are to be fitted with modern Powerpacks from
Friedrichshafen and old locomotives repowered with Se-
ries 4000 diesel engines.
Only in major cities such as Cluj-Napoca have the Romanian railway stations been
renovated. Many of the trains that stop here dawdle in at walking pace.
50 I MTU Report 02/12 MTU Report 02/12 I 51
New from old: Romanian railway engineering company Remarul is transforming crumbling old railbuses into shiny modern transport conveyances. As part of the process
they are fitting modern MTU Diesel Powerpacks. They will make the railcars fit for purpose on Romania’s updated local rail transport services.
The fitters at the Romanian railway engineering company Remarul treat the diesel engines supplied by MTU as if they were as fragile as an egg. They are to be used for
modernizing railcars and so will make a decisive contribution to updating the dilapidated Romanian railway system.
Republic Slovakia Ukraine
Hungary Cluj-Napoca Molda-
Croatia Romania MTU Brown MTU Brown
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CMYK CMYK CMYK CMYK CMYK
MTU Blue MTU Blue
60% 40% 20%
50-25-0-10 80% der Farbe
CMYK CMYK CMYK
52 I MTU Report 02/12
MTU Report 02/12 I 53
M e MO
Railway modernization in Romania
Romania is investing 17 billion euro, partly financed by the EU, in modernizing its railways. MTU is
supplying the manufacturer Remarul 16 Februarie S.A. with Type 16V4000 R41 diesel engines for
repowering locomotives and Type 6H1800 R84P Powerpacks for new and refitted railcars. The Roma-
nian rail network extends to over 20,730 kilometers of track. Operating on it is a fleet of roughly
1,200 locomotives and around 300 railcars.
There are old and new locomotives to be seen on the grounds of the Remarul rolling stock plant. They are being modernized as part of the process of modernizing the
Romanian railways as a whole.
Two thousand kilowatts of concentrated diesel power for revitalizing worn-out old Romanian locomotives.
ON L IN e
More on this...
A video tells the story in brief.
Don’t have a QR code reader?
Go to http://bit.ly/QaUxTJ
54 I MTU Report 02/12
MTU Report 02/12 I 55
Talking of …
Talking of... Alternative fuels
Tell us your story
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A picture and a short article telling
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or MTU Onsite Energy products is
enough. And it makes no difference
whether you have only one or one Read more on alternative fuels on page 4 to 13.
hundred MTU engines or MTU Onsite
Energy systems. The main thing is
that you have a nice picture and an
IM P R IN T
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56 I MTU Report 02/12 MTU Report 02/12 I 57