MTU Report 3/2015

Transcription

MTU Report 3/2015

MTUreport
The magazine of the MTU and MTU Onsite Energy brands I Rolls-Royce Power Systems brands
Issue 03 I 2015 I www.mtu-report.com
MTU Report is always on the spot
Whether in printed or electronic form, MTU Report keeps you informed at all times. Looking for
detailed and in-depth reports? Then the print version of MTU Report is the one for you. Videos,
image galleries, extra content on the magazine articles and current news can be found online at
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The "water" edition
MTU engines and gensets are in use on, in and near the water
Captain Hock's latest love
Heesen's new MTU-powered superyacht, the Amore Mio
MTU Series 4000 ship generator engine
Greener, meaner, leaner
The new MTU technology to meet the EU Stage V standard
Contents
Editorial
Dear Readers,
There is plenty of water and luxury on view on the superyacht
Amore Mio, the latest creation of the shipbuilders Heesen. Our editor
cast her eyes over the shipyard for your edification and was able to
see the yacht before she was launched. Large ferries in Alaska are
also powered by MTU engines. They provide the only means for locals
and tourists to discover the state's most beautiful spots or get to
and from work. But it is not just water under the keel that floats our
boat. Did you know, for example, that MTU Onsite Energy emergency
backup gensets supplied by us safeguard the domestic
water supply for millions of people over an area
stretching from the shores of Lake Constance to
the northernmost parts of Baden-Württemberg?
Or that water is used for cooling inside every
one of our engines? We have compiled some
fascinating facts about water coolant for you.
You can find all that and much more on all
sorts of water-related topics from page 12
onward.
Have an enjoyable read.
With kindest regards,
Ulrich Dohle
14
28
52
22
32
54
The "water" edition
History
12 Maybach flyers
Racing boats with MTU engines speed over Lake Constance.
Marine
14 The captain Hock's latest love
Pure luxury: the Amore Mio is the latest
superyacht to be produced by Heesen.
20 Heading for the future
Dr. Ulrich Dohle speaks at the German
National Maritime Conference in
Bremerhaven.
22 Alaska's water highway
Colossal ferries in America's largest state transport not only people but also cars, commodities and fishing boats.
Technology
26 Staying cool
An MTU uses 250 litres of water coolant
to do the job. And that is just for starters.
Marine
28 The deal is off
The US Coast Guard on the trail of drug
smugglers on the sea.
Energy
32 From lake to table
An MTU emergency power genset makes
sure 4mill. people are supplied with
water from Lake Constance.
C&I
36 The Snow Patrol
Snow business: Øveraasen snow
sweepers keep the runways clear at
Frankfurt Airport.
2 I MTU Report 03/15
Energy
54 Licence to keep
A data centre that looks like a James
Bond film set. Hard to believe? Not in
Stockholm.
Future
Service
58 Oil or nothing
Engine oils perform an essential
protective function in the engine.
Marine
Technology
60 How do we make ... pipes?
How to make a straight tube fit the
shape of an engine.
42 Diesel? Gas? Hybrid?
Professor Friedrich Wirz talks about the
future of shipping.
44 Oceans of choice
Take a dip – marine applications with
MTU drive systems are waiting.
50 Pirate Water Rat
A comic strip about Town Mouse and Country Mouse on the high seas.
Talking of
62Afterthoughts
Things that have especially impressed
our editors.
51 From the oil sump
Keep up with MTU
Dr. Ulrich Dohle is chairman of the
Executive Board of Rolls-Royce
Power Systems AG and chairman of
the Board of Management of MTU
Friedrichshafen GmbH.
Technology
52 Greener, meaner, leaner
An interview about EU Stage V
technology development at MTU.
MTU Report always keeps you informed, whether you read the printed
magazine, the online version at www.mtu-report.com or the monthly
newsletter, MTU eReport. In print or electronic form, the latest stories
and news about MTU are always available to you wherever you are.
And if you want information even faster, you will find short versions
of all the stories on our social media channels.
CRO S S M E DI A
The water issue of MTU Report you now have in your hands
completes this year's town, country and water trilogy. Our founder,
Karl Maybach, was convinced of the capabilities of his engines for
waterborne craft from an early stage in the company's history. As far
back as the 1920s and 1930s, racing boats powered by Maybach
engines sped over Lake Constance to demonstrate their potential.
What Maybach could not have known then was how important marine
applications remain for MTU also today. And MTU engines have long
since propelled many more craft than just speedboats. The German
maritime industry, of which MTU is part, plays a major permanent role
in the international shipping business. That will remain the case in the
future. From my point of view, the maritime industry must therefore
place special emphasis on developing sustainable solutions — in other
words, clean and high-tech propulsion systems. I had the opportunity
to put that view forward at the ninth German National Maritime
Conference in Bremerhaven, Germany, and discuss the key issues
with other industrial representatives. Water is equally the central
element of many MTU power applications.
Current Issues
All secure on Norway's coast
The new search and rescue boat Idar Ulstein has been operating in Norwegian waters
since November. The search and rescue vessel (S&R) is powered by twin MTU Series
12V 2000 M84 engines and two A3-56 waterjets from Rolls-Royce. Each engine
delivers 1,220kW. The engines are equipped with an additional rough sea kit, which
enables safe operation in the most extreme conditions. Operating around the
Norwegian coastline, the Norwegian Sea Rescue fleet comes to the aid of seafarers and
recreational users alike, making as many as 10,000 rescues a year. The new 20m craft
was named the Idar Ulstein in memory of the longtime owner and chairman of the
yard and ship designer Ulstein Group, the main sponsor of the vessel.
The Idar Ulstein is the first of a new class of rescue vessels built by the Swede Ship
Marine shipyard in Sweden. With a crew of three, the vessel is equipped for salvage
and diving missions as well as medical transportation in case of emergency. With a
bollard pull of 12t, the search and rescue vessel is wellsuited for towing operations.
Pumping 4,000l of water a minute, it can boast significant firefighting capabilities as
well. Short response time is essential to saving lives at sea. Keeping close contact with
the rescue coordination center and a modern navigation system are key to this. So is
speed: powered by MTU engines and Rolls-Royce waterjets, the vessel tops 38kn
(70km/h). “When a life is at stake, every second counts. That’s why it's so important to
upgrade our fleet with new, faster vessels, which will allow us to reach an incident
anywhere in Norwegian waters within an hour,” says Rikke Lind, secretary general at
the Norwegian Society for Sea Rescue (RS), in a press release upon delivery of the
vessel. 4 I MTU Report 03/15
MTU Report 03/15 I 5
News
In brief:
Second major
remanufacturing
for HST
engines
New MTU Asia
headquarters
Continuous power from
MTU for Turkcell
Four of these 20V 4000
gensets are to be
supplied to Turkcell.
Four 20V Series 4000 gensets and one 18V 2000 genset are to be supplied to Turkcell, a new
customer, in November. The Series 4000 gensets each deliver 2,500kVA. These gensets are to be
deployed for continuous power generation at a data center at Turkcell's headquarters in Gebze,
Turkey. They will serve to ensure functioning telephone, TV and Internet services for Turkcell
customers. Three gensets will be operated to supply energy to the whole system, with one serving
as a backup. The Series 2000 genset will be used to supply energy for the offices. The Turkcell site
requires some 63,600kVA of power per hour so far. The data center's continuous power requirements
are mission-critical applications. They are subject to control by the regulations set by three different
worldwide accepted institutes. These regulations also been in force in Turkey's telecommunications
industry for safeguarding communications networks. One of them is the Uptime Institute. MTU Onsite
Energy Continuous Power diesel gensets fulfill the compatibility of “Uptime Institute Tier 3 and 4.”
MTU Onsite Energy is one of the few suppliers that can fulfill these requirements. Turkey has many
ongoing data center projects, mainly prepared by municipalities, social security institutes, ministries
and universities, which are slated for completion by until 2023.
In total, MTU
will completely
remanufactur 157
engines for British
high-speed trains
(HSTs). The first of
the completely
remanufactured
engines has been
installed in a
locomotive
operated by
Virgin Trains
in Edinburgh.
The logo on the side of the truck tells the story as a red MTU
engine, the power at the heart of Britain’s HST (high-speed
train) fleet, is cautiously lowered back into its locomotive.
This is the first from a total of 52 16V 4000 R41 engines to
be returned to operator Virgin Trains following a second major
remanufacturing at MTU Reman Technologies in Magdeburg.
The unit was removed 30 days earlier in Edinburgh before
being sent to Magdeburg, fully remanufactured and returned
to Edinburgh for replacement. “First, we completely strip down
the engine. Then we remanufactur all the components and
put them back together again. At the same time Virgin Trains
gets another as-new engine,” explained Gerald Westerholt,
project leader for HST maintenance contracts at MTU. The
engines first went into service on the London — Edinburgh
route in 2006. “Since then, the unit has clocked up 3.2mill.
kilometers over 77,000h of operation. That’s equivalent to
40 times around the world,” added Westerholt. The HST
engines first underwent major remanufacturing in 2010, and
this is the second round. All 52 engines will have completed
the process in around two years. The units will also get an
external makeover. Until now these HST engines were painted
gold. When Virgin Trains took over the franchise system at
the beginning of the year, it decided to have them repainted
flame red. For the first time, the generators will also be
remanufactured as well as the engines. “That means we
also remanufact the generator and return a complete dieselelectric reman system to the customer,” explain Westerholt.
Virgin Trains are very satisfied with their MTU engines: “We
have 99.5% availability,” said Phil Buck, head of fleet at
Virgin Trains. “That means there are as good as no delays or
breakdowns. That is extremely important to us.” To guarantee
this level of performance, four service technicians from MTU
UK and a supervisor from Germany are on hand in Edinburgh
to carry out non-major procedures directly onsite.
MTU will be remanufacturing twice as many engines for a
second train operator. In July this year they decided to extend
the existing contract from April 2007 for a further five years.
In October, the first of a total of 105 16V 4000 R41 engines
arrived in Magdeburg. However, they will also be getting a
makeover from their previous silver finish to the standard
green of the British train operator. The locomotives will mainly
be in service on routes connecting London and the south of
England.
Quality. Chocolate. Gas-powered.
Heat and power for the production of 3mill.
chocolate bars per day will soon be provided
by a gas engine genset from MTU Onsite
Energy, due to go into service in early 2016.
Ritter Sport has chosen a combined heat and
power (CHP) system featuring a 16V 4000
gas engine for cogeneration. The new plant
will supply 1,280kW of electrical power and
achieve an electrical efficiency rate of up to
40.5%. MTU systems integrator Bosch KWK
Systeme supplied the gas engine genset to
Ritter Sport. The plant reduces CO2 emissions
by around 2,900tpy. Chocolate production runs
24h per day in a three-shift system operating
300 (approx.) days per year. CHP plants
consist of internal combustion engines driving
generators to produce electricity. Ritter Sport
will use waste heat from the engine for heating
purposes. The exhaust heat will be used to
power refrigeration. This will serve to cool the
chocolate during the production process and
in storage. Greater utilization of production
capacity has led to higher demand for electrical
power at Ritter Sport. By combining the CHP
plant with a two-stage absorption chiller, power
generation can be increased and greater
environmental benefits achieved. The CHP plant
will enable the company to meet a percentage
of its electricity, heating and cooling needs
in-house. The project was planned by local
business Midiplan in Bietigheim-Bissingen.
Ritter Sport in Waldenbuch, southwestern Germany,
is known for its handy size of chocolate bar.
MTU Asia opened the new headquarters in Singapore. The new
26,500m2 facility at the Tukang
Innovation Park consolidates MTU
and Rolls-Royce employees from the
areas of application engineering,
sales and service support, distribution management, marketing and
communications. It also includes a
training centre, a failure analysis centre
and the regional reman centre. This
enables MTU to better support its
customers as power demands in the
marine, oil and gas, rail and energy
industries increase across Asia.
The new MTU Asia headquarters in
Singapore.
Beet-harvesting world
record
A Holmer Terra Dos T4-30 with 12-row
lifter started a world-record attempt.
Its drive system: a Series 1500 MTU
engine operating continuously for
24h. An astonishing 85.6ha of sugar
beets, equivalent to the area of about
20 football fields (and comprising in
excess of 8mill. plants) were harvested
on the Baltic Agrar fields in Liepen,
Mecklenburg-Western Pomerania.
New Sunseeker yacht
types with MTU power
MTU and British luxury yacht
manufacturer Sunseeker International
have agreed a new general contract
for the supply of MTU Series 2000
and Series 4000 engines for a
range of yachts, including three new
models. MTU engines power the new
Sunseeker 95, 116 and 131 yachts. In
combination with the MTU Blue Vision
monitoring and control system, both
engine series provide the ultimate in
advanced yacht engine technology.
News
In brief:
Backup power for
hospitals in Kuwait
and Turkey
In Kuwait City, the Kuwait Ministry of Health is
expanding and modernising the existing Al Farwaniya
Hospital as part of a project due to be completed
by mid-2019. MTU Onsite Energy is supplying 23
emergency backup gensets. MTU partners AR
Albisher & Z Alkazemi Company (A&A) recently
signed the contract for supply of the gensets with the
general contractor Sayed Hamid Behbehani & Sons
Co. (SHBC) in Kuwait. Based on MTU's 20-cylinder
Series 4000 engine, the diesel-powered gensets
each deliver a maximum of 2,750kVA of variable
continuous power.
“If there is a main power failure or any instability
in the power supply, the gensets will kick in to
keep the hospital running smoothly by delivering
some 50MW of power in a matter of seconds. With
outside temperatures in the city on the Persian Gulf
reaching as high as 55°C, keeping the hospital's airconditioning system up and running is crucial,” says
Ashraf Tamim, CEO of A&A.
“The ultra-modern Al Farwaniyah Hospital buildings
are among the biggest projects undertaken by the
Kuwait Ministry of Health as part of its health system
development programme. Reliable emergency power
generators are an indispensable part of them,” says
Mohamed Abdul Kader, Assistant General Manager
at prime contractor SHBC.
And also at the new health centres recently built
by the Turkish Health Ministry in Mersin and Bilkent,
MTU Onsite Energy diesel gensets will in the future
provide a total of 56MW of emergency power. In
November 2015, 10 gensets driven by Type 16V
4000 engines and one Type 8V 1600 genset will be
delivered to DIA-Holding for installation in Mersin in
southern Turkey. They will be followed in February
2016 by 14 more Type 16V 4000 diesel gensets and
five Type 12V 4000 units for Bilkent, a district of
Ankara.
The Turkish Health Ministry is planning to invest
in 35 health centres across the country by the end
of 2018. The calculated power demand for each
of those projects is between 20 and 30MW. DIAHolding is one of the construction firms involved and
was awarded the contract for the first two hospitals.
“The health sector is a high priority in Turkey, and we
are seeing significant investment in that area. The
fact that MTU was chosen right from the start shows
how much the brand is trusted,” observes Ekrem
Kuraloglu, chief executive of MTU Turkey.
26 MTU PowerPacks® for
regional trains in Denmark
Setting-up the shredder takes a
maximum of 120min. Its
overall length is 8.5m. The
MTU engine is housed in a
separate module.
Scrap with MTU
The Kuwait Ministry of Health is modernising the Al Farwaniya Hospital in Kuwait City as part of a project
due to be completed by mid-2019. Its emergency power supply will come from 23 backup gensets supplied
by MTU Onsite Energy.
Half a century
Almost 50 years old and still going
strong – we are talking about an MTU
MA 16V 362 emergency power genset
dating from 1968. The 800kW unit has
been on standby at Frankfurt Airport
for nearly a lifetime, and provides the
electricity to light up the 4,000m takeoff runway in an emergency. That
means it makes sure the runway lights
do not go out if the main grid goes
down.
Agile and elegant: the new
Kometa 120M
The fast ferry is equipped with MTU’s
Blue Vision automation system.
Quickly on northern Norway’s ferry routes
This is what the new health centre in Bilkent, a district of Ankara, will ultimately look like. Its electricity
supply will be safeguarded by emergency power from 14 MTU diesel gensets.
The Thor 2121K scrap shredder certainly lives up to its name: called after the old Norse god of
thunder and lightning, it smashes its way through automobiles and other large items of scrap in just
minutes. The Thor 2121K is designed and built by the scrap and recycling specialist ZB Group, based
in Errentería, Basque Country, northern Spain. It is the first mobile system with a hammer mill big
enough to mince up entire auto wrecks. And when it's finished its dire task, it separates metallic from
non-metallic scrap and moves it over conveyor belts to separate skips. This calls for power, and that
is delivered by an 18-cylinder MTU Series 2000 G85-TB engine. “We're impressed by the low fuel
consumption and the clean start,” says Imanol Lizartza, managing director of Talleres ZB, a ZB Group
company. The MTU engine develops 1,191kW. The Thor 2121K demands a massive power peak from
the engine each time scrap material enters the hammer mill. The engine is designed to be subjected
to a 10% overload, delivering up to 1,310kW. The hydraulic clutch installed in the driveline between
the engine and the shredder rotor allows ZB to make some torque demand adjustments. Each hour,
the Thor 2121K can manage between 30 and 40t, depending on the input material and the density
requirements. The first one will be in service by December 2015 in New Jersey, USA.
Alstom has ordered 26 MTU
PowerPacks® for 13 Coradia Lint 41
rail vehicles. The regional trains are
to go into regular service with Danish
railway company Nordjyske Jernbaner
at the end of 2017. This marks the
first use of MTU PowerPacks® meeting
EU Stage IIIB emissions specifications
in Denmark. Nordjyske Jernbaner
operates two routes in the north of the
Jutland Peninsula, providing services
along the Aalbek Bight (Kattegat)
between Frederikshavn and Skagen
and between Hjørring and the coastal
town of Hirtshals on the Skagerrak.
In order to ensure that it can provide the coastal population of Finnmark with rapid transport between
the province's towns, Norwegian ferry operator Boreal Transport elected to fit its latest fast ferry, the
Årøy, with two MTU Series 2000 propulsion units. The vessel will service the route linking Mikkelsby,
Rognsundstedene, Konghus, Nyvoll and Korsfjord – small coastal towns where severe weather is the
norm during the long winters. Reliable propulsion is absolutely essential. “We already operate MTU
propulsion units in some of the other ferries in our fleet. So far, our experience with these engines has
been extremely good and the quality of service provided by Bostek means that downtime is rare,” said
Egil Pettersen, project manager from Boreal Transport. Each of the 8V 2000 M72 high-speed engines
produces 720kW to power the Årøy’s twin CPP propellers, which can take the vessel up to a service
speed of 25kn. At 33m long and 10.6m wide, the Årøy can carry 70 passengers and up to 10 cars. Its
deck-mounted crane accelerates the loading and unloading of cargo. It is scheduled to go into service
on the ‘310 AltafjordXpressen‘ ferry route in 2016.
The 35m hydrofoil Kometa 120M will be
in service on Russian waters beginning
in 2016. A hydrofoil craft has winglike
structures (the actual hydrofoils) below
the waterline that lift the hull out of the
water as the vessel's speed increases.
At full speed the hull is not touching
the water at all. Therefore, the Kometa
120M requires a lightweight propulsion
system – two MTU 16V 2000 M72
engines, each producing 1,440kW
of power. The high-speed ferry is
designed to carry 120 passengers.
The Kometa 120M is a hydrofoil craft.
H 20
ATLANTIS Ahoy
Sea
Lighthouse Tides
Harbour
Cooling
Port
Water pump
Yachts
Submarine
LAKE
River
Message
in a
bottle
Ferry
COMPASS
Racing boat VENICE
WATERFALL Water pipe
Extinguishing
water
Drinking
Life
Mussels
Pleasure
steamer
Patrol
OCEAN boat
Waves
RAIN
Water
Mermaid
Water power
Fishing
MARINE
Starboard
WATER MELON
NEPTUNE
Offshore Ice
Working vessels SAILOR'S YARN
water
Drilling rig
RUBBER DUCK
Living with water
The third issue of MTU Report for 2015 is all about water. We encounter
water in many different ways. It is an essential of everyday life in the shape
of the domestic water supply to our homes, such as is provided by the Lake
Constance water authority. Or it can also be the means of navigation for large
ferries and luxury yachts. But how will the maritime industry and shipping
in general change in the future? The answers and other fascinating facts can
be found in our feature articles around the subject of water.
ATLANTIS
Submarine
Water
WATERFALL
Water pipe
Tides
Maybach
Flyers
Wow, Donnerwetter! Look at the beauty of this
speedboat as it flashes across Lake Constance
past the promenade of the city of Friedrichshafen.
Believe it or not, this picture was taken over
80 years ago. It shows the speedboat racer
Donnerwetter, one of the two demonstration craft
of Maybach-Motorenbau, the predecessor of the
company we know today as MTU Friedrichshafen.
In the 1920s and 1930s, company founder Karl
Maybach wanted to be able to show clients
and guests, and allow them to test out, the
performance capabilities of his engines and
gearboxes. He had begun marketing them after
the First World War. Petrol engines were most
commonly used for fast cruisers, racing boats,
motor yachts, customs launches, pilot boats
and ship's boats for larger vessels. So the
Donnerwetter was powered by a tuned-up SDS-8
petrol engine that produced 220kW (300hp).
Cooling
Lighthouse
water
VENICE
Waves
History
Life
RAIN
Harbour
LAKE
Pleasure steamer
Extinguishing water
Sailor's yarn PORT
Message in a bottle
H 20
Racing
boat Drinking
MARINE
Ferry
Sea
OCEAN
AHOY
COMPASS
River
Neptune
Patrol boat
Mermaid
Water melon
Water power
Fishing
Drilling rig
Mussels
Yachts
Starboard
Offshore Ice
Working vessels
Water pump
RUBBER DUCK
Ferry
The entry into the marine business had all started
with the Maybach 6-cylinder petrol engines for
boats and ships, which offered power outputs from
60 to 100hp and were based on the standardproduction car engines produced since 1921. At
the end of the 1920s, a 550hp 12-cylinder petrol
engine was added, which was a similar design
to the Maybach Type VL 2 airship engine. At the
beginning of the 1930s, the range was extended
by the addition of two SDS 12-cylinder models,
offering 150 and 200hp respectively.
The contemporary press had already celebrated
the Maybach-powered racing boats as the fastest
in Germany in the 1920s. The speedboat Jupp, for
example, was Germany's fastest racing boat in
1925, with a speed of 90kph.
Maybach was driven by the idea of powering
everything "in the air, on water and on land". At
the same time as developing petrol engines, Karl
Maybach succeeded in the mid-1920s in producing
the first fast-running large-scale diesel engine for
railway applications. Soon afterward, the highspeed diesel was also available in a marine version
for heavy boats and larger motor yachts. And even
the famous Maybach VL 2 engine that powered the
LZ 27 airship, the Graf Zeppelin, was later used as a
marine engine in motor yachts.
Amore Mio. My Love – that is the
name of the latest superyacht
built by Heesen Yachts. But
it's more than a name; it is an
expression of pure passion.
That passion is shared by
the yacht's captain, Tripp
Hock. He has been a
captain for 20 years and
loves his job. And now he
is about to take up a new
post on the Amore Mio.
As an exclusive engine
manufacturer, MTU was
allowed to grab a look
behind the scenes at the
Heesen Shipyard and at the
new luxury yacht before any
other. We also had an open
and honest talk with Captain
Tripp Hock about life as a yacht
captain.
ATLANTIS
Submarine
H 20
AHOY
WATER
Pleasure Tides
steamer
Extinguishing
water
Racing boat
Working vessels
RUBBER DUCK River
Yachts
Water pipe
Water
pump
Ice
Life
Marine
Patrolboat
Cooling
Message
in a
bottle
Sailor's
yarn
WATERFALL
Waves
Lighthouse
Offshore
Mussels
Neptune
MARINE
RAIN
Sea
Port
Fishing
Mermaid
Starboard
Water melon
Drilling rig
LAKE
COMPASS
Captain Hock's
latest love
Drinking
water
Harbour
Water power
OCEAN
VENICE
New Heesen yacht
with MTU engines
Ferry
Tripp Hock has been
a captain for 20 years.
His new command is
the Amore Mio.
Shortly before the first test voyage –
the yacht will be delivered to its new
owner in January 2016.
Marine
experience the sea and be close to the water.
That is exactly what the Amore Mio offers with its
expansive open decks.” Captain Hock lives the
dream of sun, sand and sea at his “office” every
day.
Caribbean dream
“I grew up in the outskirts of New York,” Captain
Tripp Hock relates. “After school I worked on Wall
Street. Getting up at 6 every morning, sitting on
the subway, commuting, quickly convinced me
to look for something different. So at the age of
22 I bought a one-way ticket to the Caribbean
Islands. I didn't think of making it into a career. I
just wanted to have fun for a few years and earn
enough to cover expenses.” The dream of many
young people in New York became a reality for
him. Hock went to the Caribbean, woke up every
day to the sunshine and found his first job as
a steward on what was then the largest sailing
trimaran in the world. As a young steward he
was on the bottom rung of the ladder and mostly
charged with washing up and making beds.
“Every morning when I wake up to bright sunshine
from my floating bed, I appreciate that it is something
very special,” explains Hock.
“What a lot of people don't realize is that, even
though my role is captain and therefore my
primary job is to sail the vessel, I am involved
in the build process of the yacht from the
beginning,” Tripp Hock reveals. “I ensure that all
the yacht owner's wishes are followed throughout
the entirety of the process.” And the new 45m
yacht being built for a business magnate was no
exception. “I am lucky enough to have worked
for the same owner for 16 years,” Hock says with
satisfaction. “While the Mediterranean summer
cruising season is typically only four or five
months, that means I have the time to oversee
the construction of the new yacht and plan new
sailing routes the rest of the year.”
It takes around two and a half years to complete
a mega yacht. The Amore Mio, built by the Dutch
shipbuilders Heesen, will have its home port
in Malta. Gleaming white, with generous outer
decks on three levels and a sumptuous interior,
the new superyacht puts a sparkle in the eyes
of Captain Hock, and not only his. “The Amore
Mio is one of my favourite Heesen creations,”
enthuses Hock in his new workplace. “When
a yacht owner is on his yacht, he wants to
“That first boat was a scuba ‘live-aboard’ running
weekly dive charters for the guests," says Hock.
“It was like a dream – diving with the guests
every day and living among the cleanest waters
and most beautiful beaches in the Caribbean. In
the first years I would spend the winters in the
Caribbean and head to Alaska in summers to
work in the fishing fleet. I loved the change of
pace between the two jobs, but you can guess
which boat didn’t have showers, and I would go
to bed every night smelling like a rotten fish!
And so I clocked up the nautical miles, studied
for my captain's license and eventually became
a skipper.” The more nautical miles you have as
a captain, the bigger the yachts you are allowed
to command. Captain's licence specifies the
tonnage you are qualified for.
North Sea
United
Kingdom
Amsterdam
Netherlands
Oss
Belgien
MTU Brown
0-17-28-62
CMYK
MTU Brown
80% der Farbe
CMYK
MTU Blue
50-25-0-10
CMYK
MTU Blue
80% der Farbe
CMYK
Germany
60%
CMYK
40%
CMYK
20%
CMYK
60%
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40%
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20%
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Specials included
Hock worked for a number of years before taking
charge of superyachts like the Amore Mio made
by Heesen Yachts of Oss, Netherlands. Every
yacht of this kind has its own highly individual
characteristics. So that guests aboard the Amore
Mio can retain their balance on choppy seas,
the yacht has special ship gyro stabilisers. They
prevent the vessel rolling, that is, rocking from
side to side around its longitudinal axis. The
interior of the Amore Mio is tastefully done in a
contemporary style by an interior designer from
Venice, Italy. And even the captain gets his own
special toy. “I call it Nintendo,” jokes Hock. In
actual fact it is the MTU portable operator unit
he is talking about. “When I am on the bridge,
I can't see immediately around the bow or the
It takes about two and a half years to build a yacht like this. After completion, the yacht will have her home port in Malta.
The new yacht has three decks that offer ample outside space for that special sea-voyage experience.
The new yacht's electronic systems are also supplied by MTU. Heesen
project leader Dennis van Oijen is seen checking them in this picture.
Amore Mio is the name of the new 45m superyacht built by Heesen. Heesen
employee Huib Smits makes sure the lettering is polished to a sparkling finish.
France
Marine
There is not much space
in the engine room.
Engineers Dennis van
Oijen (left) and Charl van
der Wielen make sure
that everything fits perfectly.
The Amore Mio has the twin benefit of two MTU 16V 4000 M73L engines, each producing 2,880kW of power.
stern or even the sides of the yacht. That is a
problem when manoeuvring in the harbour,” Tripp
Hock explains. “But thanks to MTU's remote
control, it's no longer a problem for me.” Captain
Hock can simply grab the remote control from
its locker on the middle deck, strap it around his
neck, steer the yacht rather like a mobile crane
operator from the stern deck and see precisely
how close he is to the quayside. “It's not for the
inexperienced, however. Steering the yacht like
this demands practice and sensitive control,”
Hock emphasizes.
The heart of the Amore Mio
Of course, it is not just the special features that
are important. “The MTU engines are the heart
of the vessel,” says Tripp Hock. “I have to be
able to rely on them 100%. You could say it's the
most critical component in my entire job.” The
Amore Mio has the twin benefit of two MTU 16V
4000 M73L engines, each producing 2,880kW
of power. In bad weather, yachts can stay in
harbour. But when the sun is out and the yacht
owner wants to take a trip out to sea on his boat,
the worst case for a yacht captain is an engine
incapacity. “Owners expect everything to work
when they find the time to come enjoy their
boat - and it's my job is to ensure it does,” Hock
explains. “In the rare case when we do have
issues, I have always been able to rely on the
quality of support and the worldwide availability
of the MTU service network.”
Heesen and MTU – a long history
ME M O
No day the same as another
But even when the yacht is at sea, no day is
the same as another. “It depends on who is on
board; although my boss has private yachts, his
guests or family are often on the yacht,” Hock
recounts. “If they are all in their mid-twenties,
they naturally might like to party all night long,
and sleep it off all day. But if we have a family
on board, they might prefer spending the
days maximized for cool water sports, like Fly
The Dutch shipbuilders Heesen became well known
in the 1980s for yachts like the 38m Octopussy from
the James Bond film of the same name. Today, the
Oss-based yachtmaker is the leading builder of
aluminium-hulled motor yachts and regularly wins
international awards for projects such as the Kometa
and Galactica Star. For its superyachts between
45 and 70m, Heesen exclusively uses MTU engines.
Big enough for the job:
Captain Tripp Hock sizes up one
of the yacht's propellers.
Boarding or water-skiing. Then the next week
we might have culture-lovers on board who want
to explore the ports, their surroundings and
their history.” So for Captain Hock, every week
is a new experience. His workplace frequently
changes too, because his employer has a small
fleet of Heesen yachts. “Every yacht has its own
handling characteristics. And lots of people
think it is more difficult to control a big yacht,”
Tripp Hock observes. “In truth it is the other
way around, because the smaller, lighter yachts
are more susceptible to the effect of wind and
waves.” Another challenge is communicating
with all the different port agents and suppliers.
“We have about 50 words in every language,”
Hock is happy to report. “While English is luckily
widespread, we still get to lots of out-of-the-way
places where we need to make the arrangements
and provisioning for whatever our guests require.
Charades also helps!”
Not only good times
In his years at sea, Captain Tripp Hock has had
experiences that weren't so nice. “Maybe you
remember the film The Perfect Storm. It is based
on the true story of a terrible storm in 1991, with
the fishing boat Andrea Gail losing all its crew,”
Hock remembers. “I was also in the mid-Atlantic
on an old sailing ship about 600mi from them
when that monster was blowing. We were 34
crew and we were hundreds of miles away from
the nearest landfall. Luckily, the only damage
to our ship was a lifeboat that got washed
overboard.” But back to the good times. “My
boss is always looking for out-of-the-way places.
He has a special liking for the Black Sea, for
instance. It is a relatively undiscovered area for
yachts so far. When I was there 15 years ago with
his first 24m yacht, it was the biggest vessel on
the water by miles, and the locals in Bulgaria, for
instance, could hardly take it in,” Captain Tripp
Hock chuckles.
Charter yacht versus private yacht
There is a distinction to be made between a
charter yacht and a private yacht. The Amore
Mio built by Heesen is a private yacht and so
available only to the owner and his guests. “So
I plan charters for my yacht owner wherever
and whenever he wishes,” Hock explains. “If he
wants to go to Turkey, we need to put together
a suitable itinerary of ports, anchorages or
interesting sites depending on the wishes of the
particular guests.” Charter yachts can be quite
different, staying in the same regional base and
potentially repeating the same cruise over and
over again.
Three into one
By the way, Tripp is not Captain Hock's real
name. Tripp is short for triple — a reference to
the fact that Hock shares the same name with
his father and grandfather. And what is it that
is so special for Tripp Hock about his job? “It is
simply a privilege to be able to work on a ship
worth millions like this and to be part of the
luxury yacht world. Every morning when I wake
up to bright sunshine from my floating bed, I
appreciate that it is something very special.”
Words: Yvonne Wirth
Pictures: Robert Hack
To find out more, contact:
Jochen Kuhn, [email protected]
Tel. +49 7541 90-7018
Dr. Ulrich Dohle (second from left) took
part in the panel discussion on the
subject of “Exploring the blue growth
of the maritime industry” with other
experts.
Heading
for the
future
German Chancellor Angela Merkel officially
opened the ninth National Maritime
Conference in Bremerhaven on 19 October
2015. Experts from the fields of
administration, politics, defence, science and
industry held discussions on the maritime
industry as a sector of the economy over the
two days of the biennial conference. The
results of various forums were brought
together in a “maritime strategy” presented
by the federal government's maritime
co-ordinator, Uwe Beckmeyer. Dr. Ulrich
Dohle, chairman of Rolls-Royce Power
Systems, discussed the issue of “promoting
an innovative and environmentally friendly
maritime industry” with other experts in the
field and explains here the outstanding role
that the industry can play in the future.
The German government sees the conference
as the most important dialogue platform
for securing the competitiveness and future
viability of the maritime industry in Germany.
How do you assess the potential of the
maritime sectors for Germany as a business
location, Dr. Dohle?
The maritime industry is responsible for more
than 400,000 skilled and well-paid jobs, makes
a significant contribution to the development of
the economy in Germany and is one of the key
factors behind Germany's export strength. The
maritime industry has a very important strategic
role to play for Germany as a business centre,
on both an economic and a technological level,
and is also one that offers growing potential
as a result of the systematic use of innovative
technologies.
The global economic situation has rarely been
so complex and so challenging as it is today –
what can the maritime industry do to change
the situation? In other words, how can we deal
with the challenges we now face?
Maintaining and increasing the systems capability
of the maritime industry are vitally important
factors for the continuing positive development
of the maritime business. The systems capability
of the companies competing in this field includes
full control of all the individual processes,
ranging from research and development to
production and after-sales support, maintenance
and service even while the systems are in
operation. A maritime industry with systems
capability will be able to secure and create longterm employment and training of highvalue and
will thus remain attractive for highly qualified
naval architects and maritime specialists in the
longterm. What is absolutely vital for the future
viability of the maritime industry is not simply
its ability to build special-purpose vessels that
are powerful and safe, but primarily its ability to
deliver environmental compatibility and ensure
that resources are used carefully for all system
components over their entire life cycle.
The further optimisation of the development,
manufacturing and service processes, in view
of the possibilities that will become available
through Industry 4.0, will be of considerable
benefit to the maritime industry.
How does Rolls-Royce Power Systems go
about investing in a modern environmentally
compatible maritime industry? What are the
key technologies involved?
In our maritime business, we focus increasingly
on environmentally friendly solutions that
look to the future and are designed to reduce
pollutant emissions, in addition to providing low
consumption of energy and raw materials. We
are currently looking at and testing a variety of
innovative marine propulsion systems, ranging
from bespoke hybrid propulsion systems to a
gas engine for mobile applications that produces
25% less carbon dioxide than a diesel engine,
significantly fewer NOx emissions and no sulphur
oxide emissions. We are also working on engines
that can operate on fuels generated from
renewable sources or on alternative fuels, such
as biogas, methanol, ethanol, bio oil or liquid gas
(LNG). The recovery and use of engine waste heat
in particular offers the potential for an even more
Cooling
Port
Lighthouse Ferry
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Future
Yachts
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Life
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MARINE Fishing
Water
Message in a bottle
The maritime coordinator of the German
government, Uwe Beckmeyer, has presented
a recently prepared maritime strategy. What
aims do you, as a representative of the
maritime industry, associate with the new
concept?
The focus of the strategy for the maritime
industry in Germany, in my view, should be placed
on a special green and high-tech campaign.
What is important is to promote more efficient
and more innovative technologies that are
also more environmental and resource friendly
along the entire value-added chain, primarily for
manufacturing processes, energy management
and propulsion systems and engines. In addition
to that, ensuring that we have well-qualified
young professionals in all areas of the business
(specialists, engineers and scientists) and
maintaining skilled jobs should be the focus
of joint efforts on the part of the German
government, state governments and industry.
Water pump
Offshore Ice
Working vessels
Mermaid
River
Water power
efficient use of the energy input. Compared with
today‘s levels, a further 5% reduction is possible.
If, in addition to that, we improve the entire
propulsion system even further, then 15 to 25%
of the energy input can be reduced. To do that,
however, we need more investment funds for
even more intensive R&D.
COMPASS
Starboard
WATER MELON
Sea
Interview with Dr. Ulrich Dohle
The Federal Republic is interested in equipping
the maritime infrastructure, vessels and ports
with environmentally friendly technologies to
keep emissions and energy consumption as
low as possible,. The development of green and
high-tech solutions requires further large-scale
investments. For this reason, we are appealing
to politicians to create the framework conditions
that will enable us to develop the innovations
needed.
Would you briefly outline the importance the
green and high-tech campaign has for you?
With a joint green and high-tech campaign
involving both the state and industry, which can
set international standards, it is important to
face future challenges in a firm and sustainable
manner. By carrying out research development
in forward-looking capabilities and products,
the technology leader role and the systems
capability of the manufacturing sector of the
German maritime industry can be secured in
the longterm. With targeted incentives, the
manufacturing sector of the maritime industry
can develop into a sustainable driver of
innovation.
What could the framework conditions look
like in Germany for supporting a green and
high-tech campaign in the manufacturing
sector of the maritime industry? What
specifically would you like to see supported?
“From my point of view the main focus of the strategy for the maritime industry should be squarely on aaconcerted
campaign to develop green credentials and high-tech products,” Dr. Ulrich Dohle clearly states his case.
The “Maritime Technologies of the Next
Generation” programme launched by the German
government, which ran from 2011 to 2015, is
no longer adequate to achieve the goals that
were set. For this reason, the programme must
be evaluated for the next funding period and
expanded to meet future requirements. In order
to achieve this, a consistent strategic focus
is needed for the manufacturing sector of the
maritime industry and a significantly higher
amount of funding. In order to implement the
green and high-tech campaign, however, it is
absolutely essential that more research groups,
made up of universities, colleges and major
research institutions, and including primarily the
Fraunhofer Gesellschaft and the DLR, are involved.
A concrete, targeted funding programme is
needed that is designed to maintain and expand
systems capability and to achieve technology
leadership in challenging platforms and propulsion
systems. It should include as its main focus the
funding of innovative technologies in shipbuilding,
in addition to energy-efficient, environmentally
compatible propulsion systems and engines, such
as gas engines and hybrid propulsion systems.
Words: Silke Rockenstein
Pictures: Bundesministerium für
Wirtschaft und Energie/ Heller
Silke Rockenstein
[email protected]
Tel. +49 7541 90-7740
Cooling
Water pipe Port
Cruising Alaska’s water highway
The Alaska Marine Highway System is a ferry
network that operates as a division of the
Department of Transportation and Public
Facilities for the State of Alaska. Operating
yearround since 1963, the AMHS is an integral
part of the State highway infrastructure. The
system has continued to grow and incorporate
new ports of call throughout its more than 50
years of operation, and is also the only marine
route that has been designated a National
Scenic Byway and All-American Road by the US
Government.
The system provides regularly scheduled
passenger and vehicle service to more than 30
communities in Alaska, many of which are not
RUBBER DUCK
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OCEAN
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However, the AMHS is more than a scenic tourist
attraction. The system also plays a critical role
in maintaining several other industries that are
vital to Alaska's economy. Commercial fishing,
retail, construction and oil exploration companies
all rely on the AMHS to move goods, equipment,
vehicles and personnel along several ferry routes
throughout the Alaska Gulf Coastal region every
year. In order to serve many of its customers and
achieve its goals, AMHS relies on MTU.
Message in a bottle
H20 AHOY
ATLANTIS
Racing boat
WATERFALL Life
Extinguishing water
Sailor's yarn
VENICE
Waves
Pleasure steamer
MARINE Fishing
Ferry
COMPASS
NEPTUNE
Marine
RAIN
Harbour
LAKE
Lighthouse
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Tides
Alaska's
water
highway
Sea
Starboard
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River
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MTU engines for Alaskan ferries
Yachts
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accessible via the road system. The southern
gateway cities of Bellingham, Washington,
and Prince Rupert, British Columbia, provide
important links between Alaska and the “Lower
48” states.
The AMHS fleet presently consists of 11 vessels,
with additional ferries being planned. Two of
the fleet's fastest vessels are fast vehicle ferry
(FVF) catamaran ships, the FVF Chenega and
FVF Fairweather, which have been powered by
MTU marine diesel engines since they were
built in April 2003. One of those fast ferries, the
Chenega, plays a particularly interesting role
within the system. Powered by four MTU 20V
4000 M73L marine engines and propelled by
Rolls-Royce water jets, the 235ft (72m) ship is
capable of speeds up to 40kn while carrying 250
people and 40 vehicles. That speed and power
are necessary, since the ship can potentially
travel up to 235 miles per day.
Chenega's home port is in Cordova, Alaska.
Its typical daily route begins with a morning
trip across Prince William Sound to the former
World War II supply depottown of Whittier. Until
recently, the only other means of accessing or
leaving Whittier was by rail, but a newly widened
Captain Wayne Carnes loves the fascinating landscape of Alaska and his job aboard the ferries.
The ferry Chenega rises
out of the water like an
enormous behemoth.
The 72m vessel is
powered by four MTU
20V 4000 M73L engines.
The state of Alaska has long been known as a tourist’s paradise. Since much
of Alaska has no road access, taking a ferry on the Alaska Marine Highway
System (AMHS) is a great way to see the spectacular scenery and landscapes
that can be found only along 5,500km (3,500mi) of coastline in “the last
frontier.” From the grandeur of the Kenai mountains to the vast waters
surrounding the remote reaches of the Aleutian Islands, the AMHS offers its
vacationing passengers a wide variety of amazing things to see and
experience, including active volcanoes, wildlife in its natural habitat,
glaciers, fjords and rich cultural history. It’s no surprise that the AMHS is a
vital part of Alaska’s overall tourism business.
Marine
tunnel can also accommodate passenger
vehicles. After unloading and reloading in
Whittier, Chenega then either returns to Cordova
or makes a triangle run to Valdez, depending on
passenger needs. All told, Chenega and its crew
log a 12h day moving passengers and vehicles.
At each stop, crews help load passengers and
vehicles onto the ship. When Chenega reaches
a subsequent stop, another crew helps offload
and reload. Back in Cordova, a small night crew
inspects, refuels, cleans and restocks the ship
after the workday is done.
Making connections
The ferries of the AMHS can reach areas of
Alaska that would otherwise not be easily
accessed. Roads can’t be built in certain areas
of the region due to the mountainous terrain,
avalanche danger, environmental concerns and
state budget constraints. Early season traffic is
mostly made up of commercial fishermen, which
makes sense when you consider that the seafood
industry creates 78,500 jobs and contributes
$5.8 billion to the Alaskan economy every year.
When those fishermen need to relocate their
36ft fishing boats to Cordova for storage, the
Chenega can carry up to six of those vessels on
its car deck. Much of Chenega's other passenger
traffic throughout the summer months is from
Anchorage, consisting of both locals and tourists.
The grocery stores in the remote towns of the
region also depend heavily on the AMHS. Fully
loaded trucks ride aboard the ferries to resupply
the stores with food, medical supplies and other
necessities of life for the residents along the
ferry routes.
Full speed ahead
The Chenega and Fairweather were originally
powered by MTU Series 595 engines when the
ships were built. When the AMHS leadership
team decided to update the engines on the
Fairweather and Chenega, they chose to continue
to power the FVF vessels with MTU engines. It
turned out to be an obvious choice.
“It made sense for the State of Alaska to stay
with MTU. We have a working relationship with
MTU,” said Wayne Carnes, an AMHS ferry
captain. “MTU has a large stake in making
sure the new engines perform. They have
demonstrated a commitment to solve any
problems that arise with the engines, and that’s
very valuable to the State of Alaska. When we
have asked questions or raised concerns, the
response by MTU to our concerns has been
good. Customer service makes a big difference.”
Earlier in 2015, the Chenega went through its
repower process at Foss Shipyard in Seattle,
Washington. The ship’s new MTU Series 4000
engines were installed and commissioned,
and the ship was then tested during a twoday sea trial session. With support from MTU
distributor Pacific Power Group, engineers from
MTU America Inc. along with members of the
Chenega’s crew and other AMHS representatives,
ran the Chenega through a series of extensive
performance and endurance tests on Puget
Sound. The results of the tests were positive,
according to the crew and the engineering team.
In total, the Chenega and its crew
spend 12h a day carrying passengers
and their vehicles to their destinations.
“The engines performed perfectly, as we
expected due to the extensive system testing
conducted by the MTU, Foss, and AMHS teams
during the construction phase of the project,”
said Andrew Packer, senior manager, Marine
Application Engineering, MTU America. “We were
able to constantly monitor the performance of
each engine as it responded to the Chenega’s
control system during sea trials. The success
of this project would not have been possible
without the team at Foss, our distributor Pacific
Power Group, and all of our partners who helped
us along the way.”
“The State of Alaska is pleased to see the
repower of the Chenega complete and on
time,” said Mike Neussl, Alaska Department
of Transportation and Public Facilities deputy
commissioner. “The new engines will help the
vessel provide safe and reliable service to
Alaska’s residents and visitors for many more
years.” To the people of Alaska, the AMHS is
more than just a transit system. It’s a lifeline
for the state’s residents, and for the state’s
economy. To the thousands of tourists who visit
Alaska every year, the AMHS is more than a ride
from place to place. It’s a passage into the “final
frontier,” and a gateway to experiences they
wouldn’t encounter anywhere else in the world.
To MTU, the AMHS is more than just a customer.
It’s a partner in a strong relationship that has
lasted several years, and will continue to grow
stronger.
Words and Pictures: Gary Mason
Andrew Packer
[email protected]
Tel. +1 24 8560 8250
Alaska
Anchorage
Cordova
Andrew Packer (MTU) and
Gordon Kramer (Foss Seattle
Shipyard) inspect the engine
room of the Alaskan ferry.
The ferries provide a
fantastic platform for
exploring the
5,500km of impressive Alaskan coastline.
Canada
Gulf of
Alaska
MTU Brown
0-17-28-62
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The
United
States
For years on end, it does its job unnoticed,
covering hundreds of kilometres a day. Only
rarely is it paid any attention even though it
is essential to engine survival. What we are
talking about is engine coolant, a mixture of
water, corrosion inhibitor and, if required, antifreeze. It is a multitalented master of many
skills that makes sure engine components do
not overheat. But it also plays an important
role in combustion. It cools the charge air
delivered by the turbo to the combustion
chamber from a temperature of 250°C down to
50°C. That not only increases power output, it
also helps to reduce nitrogen oxide emissions.
Circulating through the engine at 10kph
It is early morning. The sun is just rising
above the horizon, and the working day for
the 2,240kW (3,000hp) haul truck is about
to start. The driver turns the ignition key and
the 16-cylinder Series 4000 engine starts up
instantly with a throaty rumble. Time for the
coolant to get to work. A coolant pump starts
circulating roughly 250l of liquid at a pressure
of 1.5bar. Inside the closed circulation system,
the water-based mixture flows along the 9cm
diameter cast-iron pipes. First of all it passes
through the oil cooler, around the cylinder
liner and into the cylinder head. It continues
via other components subject to high thermal
stresses, such as the turbocharger and,
on vehicles that are required to meet the
American EPA Tier 4 emission limits, the
exhaust gas recirculation cooler. “The engine
coolant reaches temperatures of 105°C, and
in military engines maximum temperatures
as high as 130°C are possible because it
is pumped around the cooling system at a
pressure of 4bar,” explains Ralf Speetzen,
hydraulic and combustion simulation team
leader at MTU. “The primary aim is to ensure
the coolant doesn't boil, because that would
overheat the components and damage the
corrosion inhibitor and anti-freeze.” To prevent
that happening, the water-based mixture has
to be cooled down again – which is the job of
the radiator. The coolant negotiates numerous
copper-finned passages to make its way through
the radiator. Measuring more than two metres
by three, it sits at the front end of the haul truck.
Unlike a car radiator, which most of the time can
make use of the airflow from the movement of
the vehicle, a haul truck radiator needs a fan 2m
across to provide a flow of cooling air to remove
the heat. Finally, having been cooled to between
60°C and 30°C, the coolant exits the radiator
and flows back to the pump. And so the next
circuit starts.
Sea water instead of air
Marine engines are a peculiarity. Many of them
use sea water to cool the engine coolant. An
additional pump draws the water from about a
metre below the surface and delivers it directly
to the engine cooler. There it absorbs the heat
from the coolant and is then discharged back
into the sea or lake. “Salts or contaminants in
the water are dangerous. Salts form deposits
at temperatures upwards of 48°C, which then
attack the components. Dirt in the water can
clog up the pump or the pipes. Both of those
scenarios have an adverse effect on heat
transfer,” explains Helmut Rall, MTU cooling
systems expert. “To stop that happening, all
components that come into contact with sea
water are made of highly resistant bronze. In
addition, the pump is as large as possible but as
small as necessary to utilise the limited space
available most efficiently.”
Sea-water cooling is not suitable for everybody,
however. “For ships that travel through polluted
waters, cooling via the outer skin of the hull is
the most sensible choice. On inland waterway
vessels or tugs, for example, the coolant pipes
run along the inside of the hull. In that way, the
sides of the hull act like a giant engine cooler,”
Speetzen explains.
Water – just made for cooling
Water in its various forms and compositions
is and remains the number-one coolant. More
Fishing
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4
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pump
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in a
bottle
Technology
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AHOY
Pleasure Tides
steamer Port
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water
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Lighthouse
Offshore
Neptune
3
4
5
1
6
2
7
than any other fluid, it is capable of absorbing
large quantities of heat before becoming too
hot itself. What is more, it is cost-neutral
and universally available, and produces no
emissions – so it is a master of all trades with
many positive characteristics.
Words: Alina Welsen
Artist Impression: Adam Wist
Helmut Rall, [email protected]
Tel. +49 7541 90-3522
MEMO
Flame temperatures of over 2,000°C that
occur during the combustion of diesel fuel
stress cylinder heads, pistons and other
engine components to their limits. Therefore, excess heat has to be quickly and
reliably dissipated via the cooling system.
This is a job for which water appears
predestined – with the help of some added
extras.
Drinking
water
Sailor's
yarn
WATERFALL
Waves
Staying cool
Starboard
Mermaid
Water melon
Drilling rig
LAKE
Sea
COMPASS
Engine cooling system
Water flows
1 Oil cooler
2 16 cylinder liners and 16 cylinder heads
3 Exhaust gas recirculation cooler (twopieces)
4 Two charge-air intercoolers
5 Charge-air cooler
6Pipes
7Fanwheel
The cooling system on the illustrated engine consists of two separate
circulation systems: a high-temperature and a low-temperature system.
In the high-temperature system, the coolant first flows through the oil
cooler (1), continues to various engine components such as cylinder
liners and cylinder heads (2) and then passes into the two-part exhaust
gas recirculation cooler (3). The independent low-temperature system
carries the coolant simultaneously to the two charge-air intercoolers (4)
and the charge-air cooler (5). Both coolant flows are ultimately carried
by pipes (6) to the engine cooler (not illustrated) where the heat they
have absorbed is removed by the ambient air. To that end, the cold
ambient air is blown through the engine coolers by the fanwheel (7).
Semi-submersibles have been a popular means
of drug trafficking for more than a decade. At a
cost of well over $1mill., these types of vessels
are often constructed under jungle canopies,
hidden from satellite surveillance. Similar to
a submarine but without the ability to fully
submerge, the craft sits with most of its hull
beneath waterline. Camouflaged in blue paint with
just the cockpit and exhaust pipes above water,
semi-submersibles are difficult to spot by the
human eye. Detection by radar, sonar and infrared
systems is nearly impossible, since the vessels
are constructed with fiberglass and produce
minimal wake.
If captured, a smuggler’s semi-submersible has
another devious element in its design. A valve
in its hull can be activated to quickly flood the
ship. That way, if the mission is compromised,
the vessel and its contraband can be sunk to the
ocean floor while the crew puts on life jackets and
escapes to the surface.
1
2
3
Quick recovery
To capture the vessel — and its illegal cargo
headed for the United States — that day in the
Pacific, time would be of the essence. US Coast
Guard Cutter (USCGC) Stratton quickly got into
position near the vessel. Its helicopter fired a
few warning shots. Then, the cutter’s boarding
team deployed an inflatable boat and boarded
the semi-submersible. Four individuals inside
surrendered and were detained.
US Coast Guard personnel recovered 274
bales of cocaine weighing more than 12,000
pounds packed inside the drug-trafficking vessel.
The estimated street value of the drugs was
$181mill.—the largest bust of its kind by the
Coast Guard. And the seizure could’ve been even
larger. The crew of the Stratton attempted to tow
the vessel to shore as evidence, but the semisubmersible began taking on water and sank.
Approximately 2,000 pounds of cocaine was
left in the SPSS vessel to stabilize it during the
towing operation.
1 Contact: US Navy officers open the semisubmersible. 2, 3 A total of 275 bales of
cocaine were seized from the semi-submersible.
On patrol all over the
world, the USCG fleet
includes national
security cutters, fast
response cutters,
coastal patrol boats
and motor lifeboats.
The engines
and electronics
provided to the
Coast Guard are
perfectly suited
for punishing
environments.
“Because these
vessels often stay at
sea for long periods of
time, they demand a great
deal from their propulsion
systems,” says James Young,
senior manager at MTU Large
Engine Service. “When the USCG
entered into the branch of the Department
of Homeland Security, the expectations on their
vessels became even higher.”
The ultimate line of defense
Drug-running semi-submersibles are no match
for the Coast Guard’s new breed of National
Security Cutters. The USCGC Stratton is the
third Legend-class cutter to join the Coast
Guard fleet. Legend-class cutters are the
second longest of all USCG cutters, trailing only
research icebreakers. They specialize in longrange, highly challenging missions. At 418ft long
and 4,500tn.l., Stratton is ready to meet the
unprecedented demands being placed on new
Coast Guard vessels.
The USCGC Stratton is equipped with one of
the most sophisticated and complex propulsion
systems available. Built to accommodate a crew
of 110 and conduct missions that last 90 days
at sea, the ship can reach speeds of more than
30kn (35mph). Two high-speed 20-cylinder
Series 1163 TB93 MTU engines provide a
powerful foundation to the system, delivering
Racing boat
Marine
RAIN
Harbour
LAKE
Cooling
Lighthouse
Drinking
water
AHOY
RUBBER DUCK
Water pump
Pleasure steamer
Life Fishing
WATERFALL
Extinguishing water
Sailor's yarn
Message in a bottle
Starboard
Yachts
Drilling rig
Patrol
boat
Only constant vigilance and deep
Mussels
COMPASS
resources can slow the steady influx of
River
illegal drugs into the United States. The
H 20
ATLANTIS
US Coast Guard (USCG) is a powerful force in
Tides Submarine
this never-ending fight. Its mission is to serve
Water
Port
and protect the United States’ maritime borders
Water pipe
from all threats, including those posed by drug
trafficking organizations. Through advancements
in technology and an expanded fleet, the
USCG has stepped up its capabilities
in the Gulf of Mexico and the
Caribbean.
Mermaid
Water melon
Water power
The deal is off
A US Navy aircraft spotted a suspicious
vessel hundreds of miles off the coast of El
Salvador. A closer look revealed the craft was
a self-propelled semi-submersible—a custombuilt watercraft often used to smuggle large
amounts of drugs. The US Coast Guard was
notified and the vessel was monitored by air
as it moved stealthily just beneath the
waves. Meanwhile, the Coast Guard Cutter
Stratton was alerted and moved in at full
throttle to intercept.
Ferry
Offshore Ice
Working vessels
Sea
OCEAN
Marine
US Coast Guard on drugs patrol
VENICE
Waves
Neptune
From the
semi-submersible, the
cocaine is taken to the USCGC Stratton
with the aid of a launch.
7,400kW @ 1,350rpm. “With all the missions
they perform, the Coast Guard needed as much
space on the ship as possible. The Series 1163
was the only engine out there with the powerto-weight ratio to do the job,” says Young.
The multimillion-dollar propulsion system also
includes a gas turbine, Rolls-Royce controllable
pitch propeller system, three-component gear
system and completely automated propulsion
control system. The entire system was packaged
and integrated by MTU.
Big-time support for long-range missions
As MTU America’s largest marine customer, the
US Coast Guard counts on MTU's Large Engine
Service group to make sure that its vessels are
in top condition at all times. Regional support
sites are located near the Coast Guard’s West
Coast home base in Alameda, California and
Marine
Drug smuggling is constantly on the
increase in the USA. The people
responsible for combating it on a day-today basis are the local US Coast Guard
crews.
The office in Alameda,
California, is located eight
miles away from the
USCG base, where
three Legendclass cutters are
stationed. Most
engine service
is performed
on shore, but
there are times
that a cutter is
serviced at sea
as well. The
Coast Guard
covers a huge
area – from the
Arctic Circle to
the southern tip
of South America.
Technicians are often
sent to distant ports all
over the eastern Pacific to
perform service. Sometimes,
they’re helicoptered to the
cutter hundreds of miles offshore.
Typically, a national security cutter such as
the USCG Stratton is at sea for three months
at a time. It’s on patrol 265 days a year and
stationed at port for scheduled and unscheduled
maintenance for the other 100 days—usually a
three-month period and a one-month period.
“Running 3,500h per engine per year is
substantial for any marine engine of this size.
It’s a challenge to maintain these engines in
the relatively short periods of time the vessel is
docked,” says Young. For example, scheduled
6,000h engine maintenance can take about
four weeks with four technicians working 50 to
60h per week. One cylinder head weighs 220lb.
Massive cranes and complex logistics are just a
small part of the equation.
their East Coast home base in Charleston, South
Carolina. With technicians trained for Series
1163, automation technicians and a local parts
inventory, the team is well equipped to support
the Coast Guard’s critical missions.
The Coast Guard places a great deal of
responsibility on MTU to maintain its engines and
Mexico
Gulf of Mexico
Guatemala
North Pacific
Ocean
Honduras
El Salvador
MTU Brown
0-17-28-62
CMYK
MTU Brown
80% der Farbe
CMYK
MTU Blue
50-25-0-10
CMYK
MTU Blue
80% der Farbe
CMYK
Nicaragua
Costa
Rica
60%
CMYK
40%
CMYK
20%
CMYK
60%
CMYK
40%
CMYK
20%
CMYK
Ready for anything
It takes exceptional resources to keep Coast
Guard cutters running smoothly. The warehouse
in Alameda is equipped with a large inventory
of ValueSpare genuine parts and full arsenal of
special tools designed specifically for large MTU
engines. Later this year, the group will move from
its current warehouse to a new facility nearly five
times its size. This additional space will allow
MTU to meet the demands of the growing Coast
Guard fleet as well as the US Navy.
Just like the Coast Guard, the MTU service group
is staffed with an elite team of experts. Most are
ex-Coast Guard service technicians, who have
amassed years of hands-on experience with
National Security Cutter propulsion systems.
“Due to their backgrounds, our team has the
mindset to go anywhere at any time, along with
the professionalism and work ethic you expect
from Coast Guard personnel,” says Young.
Team members sharpen their skills with annual
training at MTU headquarters in Friedrichshafen,
Germany. All are trained to service Series 1163
engines, along with the massive 11ft-high
Series 8000 engines used by U.S. Navy Littoral
Combat Ships and Joint High Speed Vessels.
The combination of expertise, readiness and
resources has made the Large Engine Group the
perfect partner to help the USCG and U.S. Navy
conduct their critical missions.
Making a difference
On August 10, the USCG Stratton returned
to California after its four-month patrol of the
eastern Pacific Ocean. Stacked on its flight
deck was more than 66,500lb. of pure cocaine
valued at more than $1 billion—the largest drug
offload in US history. In addition to the $181mill.
seizure off the coast of El Salvador, the Stratton
intercepted another semi-submersible and seven
other vessels. It took four hours for members of
the Stratton to unload the record-breaking haul.
1
2
3
1 The US Navy crews are assigned to drugs patrol duties for up to
four months at a time.
2 The US Coast Guard attempts to tow the semi-submersible back to
the nearest port. By no means a straightforward undertaking.
3 MTU America technician Wes Cook removes a 20V 1163 TB93
cylinder head from Stratton during the 6,000h maintenance.
4 The US Coast Guard crew proudly pose in front of their drugs
haul — 30t of purest cocaine.
4
A few miles away in Alameda, the MTU team was
feeling immense pride as well. Every bale of pure
cocaine unloaded that day had been destined
for American streets and neighborhoods. This
was yet another moment that reminded the team
of the importance of their work. It was a day
to reflect on a job well done. But not for long.
Because tomorrow, it would be time to go back
to work.
Words: Chuck Mahnken
Pictures: US Coast Guard
James Young
[email protected]
Tel. +1 51 0333 0701
More on that ...
ON L IN E
propulsion systems. “They expect exceptional
service, genuine parts and world-class technical
support 24h per day, seven days per week, 365
days of the year, at ports all over the world,” says
Young. “We receive a lot of emergency requests
in very far off destinations, and we’re ready to
go at a moment’s notice.”
A video of the US Navy on
the hunt for drug smugglers.
Don't have a QR code reader?
Go to https://goo.gl/X1C4Ef
Working vessels
AHOY PatrolExtinguishing water
COMPASS boat
ATLANTIS
Submarine
Drinking
water Ferry
Lighthouse
Water
pump
WATERFALL
Pleasure
steamer
Message in a bottle
Cooling
Water pipe
Water power
Waves
Tides
Port
Yachts
River
H 20
Water
Sailor's
yarn
MARINE
RAIN
Racing boat
Energy
Neptune
Harbour
Life
Offshore Ice
RUBBER DUCK
Sea
OCEAN
Mermaid
Fishing
From lake to table
Starboard
VENICE
Water melon
Drilling rig
LAKE
Mussels
Emergency backup genset for water authority
Clean water fresh from the tap: absolutely unremarkable for Eleonora and Sofia thanks to the quality of Lake Constance water.
In the summer of this year, the Lake
Constance water association commissioned
a new emergency power genset supplied
by MTU Onsite Energy. The new genset
is an addition to the existing emergency
power setup and safeguards the supply of
domestic water for 4mill. people in the
German state of Baden-Württemberg in the
event of a grid power outage. With a
mechanical output of 6,500kW, this 9m-long
energy generator is the most powerful
genset ever built by MTU.
On 25 October 1954, 13 towns and local
communities joined together to establish the
Lake Constance water association in order to
supplement the domestic water supply with
additional water from Lake Constance to cover
the constantly growing demand. Today, the Lake
Constance water association keeps its 181
members — representing a total of 320 towns
and local communities with a population totalling
around 4mill. constantly supplied with sufficient
quantities of best-quality household water from
Lake Constance. The water is drawn from the
northwestern stretch of Lake Constance, known
as the Überlinger See, at a depth of about 60m
and pumped by six large pumps to the water
treatment plant perched on the Sipplinger Berg
mountain at an altitude of roughly 310m. There,
the already very clean Lake Constance water is
treated with micro-screening, ozone and filtration
systems to produce domestic water of a very
high quality.
Covered if the power goes down
In order to be able to reliably supply domestic
water to the 181 association members spread
across the state of Baden-Württemberg, the Lake
Constance water association has operated an
emergency power supply facility equipped with
two MTU gensets on the Sipplinger Berg since
1986. The new genset increases the available
energy capacity from 8.8 to 15.3MW. That means
that 3,000l of water a second can be pumped,
treated and delivered. Dr. Marcel Meggeneder,
technical director of the Lake Constance water
association remarks: “The new emergency
power supply system provides a large degree of
added supply security for 4mill. people in BadenWürttemberg. The changes being made to the
power grid systems at the moment as a result
of the energy reforms increase the risk of a
power outage. As of now, we are in a position to
counteract that risk.”
If a power cut happens, the Lake Constance
water association initially has large reservoirs
from which it can maintain supplies to its
customers. Only if the power stays off for an
extended period are the emergency backup
generators started up. To minimise the
environmental impact and the wear and tear on
components, the installation has consciously
been configured for gradual power-up. Electricity
can be produced after three to five minutes.
The capacity of the pumping and treatment
works is roughly 9,000l/s, and on any one day
a maximum of 670,000m3 of water is allowed
to be drawn from the lake. Around 1,700km of
mostly large-diameter piping carries the water
to the farthest corners of the state. Today, the
Lake Constance water association supplies its
members with around 125 million m3 of water
a year. That figure makes it the largest water
supplier in Germany.
A maximum of 670,000m3 of water
per day is allowed to be drawn from
Lake Constance.
Energy
Odenwald
The Lake Constance water treatment
plant is located on the Sipplinger Berg.
Lake Constance can be seen in the
background.
Heidelberg
Germany
Rhine
Heilbronn
Karlsruhe
France
Pforzheim
Water passage time from Sipplingen to Stuttgart: 2 days
Stuttgart
Reutlingen
Black Forest
Swabian Alb
Danube
The six large pumps draw the water from
Lake Constance and pump it directly to
the water treatment plant, which is
roughly 310m higher up.
Sipplingen
Überlingen
MTU Brown
80% der Farbe
CMYK
MTU Blue
50-25-0-10
CMYK
MTU Blue
80% der Farbe
CMYK
Aare
Around 4mill. people living in an area
stretching from Sünden to the very
north of Baden-Württemberg are able
to enjoy domestic water from Lake
Constance.
Supply network
Substation
Pressure-boosting pumping station
Water tower
60%
CMYK
40%
CMYK
20%
CMYK
60%
CMYK
40%
CMYK
20%
CMYK
Thur
Friedrichshafen
Constance
Lake Constance
Switzerland
Austria
More on that ...
A video about the commissioning of
the genset for the Lake Constance
water authority. Don't have a QR code
reader? Go to: https://goo.gl/PjbwWl
ON L IN E
MTU Brown
0-17-28-62
CMYK
The water association's new emergency backup
genset is based on a high-speed MTU Series
956 diesel engine with 20 cylinders. Engines of
the same design made by MTU also power large
railway locomotives, ferries and other seagoing
vessels. The power output of the new Type TB34
engine, which is being used for the first time
at the Lake Constance water association, has
been increased by almost 5% compared with its
predecessor, the TB33. The engine's mechanical
output is 6,500kW (50Hz/1,500rpm). That is
converted by the generator into a rated electrical
output of 7,800kVA. In 2016 and 2017, MTU will
be supplying the next 10 gensets of this type to
the Ostrovets 1 and 2 nuclear power plants in
Belarus to provide the emergency power supply
there.
Words: Silke Rockenstein
Pictures: Bodensee-Wasserversorgung,
Robert Hack
The overall planning of the new installation on
the Sipplinger Berg was carried out by EnBW
AG. The sheer size of the plant meant that the
planning, construction project management
and site maintenance were “no ordinary task”
even for Kurt Weber, the project manager for
EnBW AG. A particular attraction had been the
structural and electrical link-up of the new genset
with the existing emergency power system to
create a powerful and, above all, reliable overall
system that was now also capable of operating in
high outside temperatures.
Half an hour is the time it takes for the water to
be pumped from the point at which it is drawn
from Lake Constance to the supply reservoir at
an altitude of 706m.
Thomas Eimer
[email protected]
Tel. +49 7541 90-6577
A few facts about
Lake Constance water
58,000l is the amount of water drunk by the
average person in a lifetime.
56 cents is the cost paid by the local communities per 1,000l of domestic water (2015).
40,000 is how many average consumers it takes
to use the same amount of electricity as the
pumps for the Lake Constance water supply.
2 days is the time it takes for the water to travel
from Lake Constance to homes in Stuttgart.
Biggest ever MTU genset
A team led by project manager Thomas Eimer
at MTU Onsite Energy started planning the
emergency power plant three years earlier.
Apart from the engine and the generator, MTU
supplied numerous other components for the
power backup system, which occupies three
storeys of a newly constructed building. They
include air extraction and exhaust systems,
air supply system, fuel system, engine cooling
system, compressed air cylinder and switchgear.
“'Engine only' is boring,” says Thomas Eimer
with a certain amount of pride in this large and
complex installation. To cool the charge air and
the engine, the new genset uses water from Lake
Constance. “The water is drawn from a depth
of 60m and is never warmer than 8°C – ideal
for cooling,” Thomas Eimer explains. The Lake
Constance water association was then able to
ceremonially commission the new genset in the
summer of this year.
Thomas Eimer (MTU, right) explains the
genset to David Stüble (Bodensee-Wasserversorgung, left). With a mechanical output
of 6,500kW, it is the most powerful genset
ever supplied by MTU.
ME MO
Mannheim
C&I
Harbour
Life
Drinking
Starboard
VENICE
Water melon
Drilling rig
Water power
LAKE
Runway-clearing vehicles at Frankfurt Airport
Waterfall
RAIN
MARINE
Ice
Sailor's
yarn
Sea
OCEAN
Mermaid
Fishing
Neptune
Offshore water
Racing boat
RUBBER DUCK
Working vessels
AHOY PatrolExtinguishing water
COMPASS boat
Message in a bottle
ATLANTIS
Submarine
Pleasure
steamer
Water
River
Water pipe
Ferry
Tides
H 20
Lighthouse Water
Port
pump
Cooling Waves
Mussels
Yachts
The Snow Patrol
There is probably no other area at Frankfurt Airport as hermetically
sealed as the runways. Apart from the planes, they are off limits to
virtually everyone. But there is an exception: the vehicles supplied
by Øveraasen. When it snows or freezes, they head out to plough,
sweep and blow the runways clear again – in the space of a few
minutes and with a force that requires the power of an MTU engine.
Detlef Tauchnitz has been a co-ordinator for the runway
clearing services at Frankfurt Airport for 14 years. “Too
much routine is not a good idea – that's when you make
mistakes,” he says.
Driving a car in the snow is difficult but possible.
Apparently, there are even people who enjoy
doing so. For aircraft pilots the situation is rather
different. In contrast with car tyres, aircraft tyres
have tread grooves running only lengthwise
and not across the tyre – and thus no grip. If
there is snow on the runway, the plane just
slides sideways. “And the pilots never have the
opportunity to practise those situations,” relates
Detlef Tauchnitz, who works in the infrastructure,
airport installations and ground services division
of Fraport AG, which is responsible for the
snow and ice clearing services on the taxiways,
runways and airport facility and public areas of
Frankfurt Airport. Together with his colleagues,
he is responsible under the direction of the shift
manager for making sure the runways, taxiways
and aircraft parking bays on the aprons at
Frankfurt Airport are kept clear of ice and snow.
One eye constantly on the weather report
Detlef Tauchnitz has been a drill trainer for
snow and ice clearing services at Frankfurt
Airport for 14 years, and trains the Fraport
incident response team leaders among others.
To ensure that the services function perfectly,
he gets the latest weather forecast from the
German Weather Service three times a day.
So he constantly has one eye on the weather
report and is ready to respond at any time.
Whenever wintry conditions are forecast, the
same sequence of operations always comes into
action. The Weather Service informs the flight
operations manager and the runway clearing
services co-ordinator, who informs the duty
runway clearing service. The runway clearing
services co-ordinator decides which of three
possible scenarios is to be signalled. The “gritting
service” scenario means that only grit spreaders
need to be deployed. “Limited clearing service”
means that two response trains are on standby
to clear the runways and taxiways of ice and
snow. With the “full clearing service” scenario,
there are four response trains – in other words,
the full complement – on standby. They are
supplemented by a special response group
that specialises in clearing the taxiway bridges.
Regardless of which scenario is signalled for the
taxiways and runways, clearing of the airport
facility and public areas of Frankfurt Airport is
always ensured.
The tread on an aircraft tyre does not have any
grooves running across the tyre, only lengthwise. So
manoeuvring an aircraft on snow or ice is impossible.
Joachim Jung (left) and his colleague Kai Richter drive
a snow sweeper made by Øveraasen.
North
Sea
Netherlands
Belgium
Germany
Frankfurt
France
MTU Brown
0-17-28-62
CMYK
MTU Brown
80% der Farbe
CMYK
MTU Blue
50-25-0-10
CMYK
MTU Blue
80% der Farbe
CMYK
Austria
60%
CMYK
40%
CMYK
20%
CMYK
60%
CMYK
40%
CMYK
20%
CMYK
But today it does not look like snow at all. It is
foggy and grey – typical November weather.
Detlef Tauchnitz has called together the first
response train for a practice drill. After 11pm,
when there are no more aircraft taking off or
landing they will practice an emergency callout. “They” are the 14 drivers of the vehicles
in response train FR77. Their vehicles are all
marked with a green dot to show that they belong
together. As yet, the vehicles are still parked on a
C&I
side track and the drivers are preparing the snow
sweeper that they will be driving tonight. One of
the drivers is Joachim Jung. In his mid-50s and
an interior fitter in his day job, he works for the
Frankfurt Airport runway clearing service as a
sideline in the winter. And he is not the only one.
“Playground for grown men”
A total of nearly 1,400 staff will be employed over
the coming 2015/2016 season. Around half of
them will be on call in the months from November
to March. Frequently, they are farmers, winegrowers, construction workers or even pensioners
who have the appropriate driving licence and have
completed the preparatory training course run by
Fraport AG in the summer. For many of them it is
a chance to sample the airport atmosphere from
the inside. “It's the perfect playground for grown
men,” says Joachim Jung, who points out that one
does not get vehicles like these snow sweepers
on ordinary roads. "I always look forward to the
winter and hope for plenty of show, of course,"
he laughs. Sitting next to him is his colleague, Kai
Richter. This is his first day on the job, and he is
to operate the equipment.
Jung is just explaining to him how the RSC 400
runway snow sweeper in which he is sitting works.
It is made by the Norwegian airport equipment
manufacturer Øveraasen. A runway snow
sweeper consists of an articulated tractor unit, an
oversized snow plough and the Øveraasen snow
sweeper. The snow plough at the front clears 80%
of the snow out of the way.What is left is tidied up
by the sweeper brushes and a powerful air fan.
The machine is attached to the truck and is driven
by a six-cylinder OM 500 engine from the MTU
stable. At the press of a button, the driver can
lower the sweeper brushes onto the taxiway and
simultaneously set the angle at which the brushes
are to operate.
Ready to roll: the snow
sweepers supplied by
Norwegian airport equipment manufacturer
Øveraasen are on standby.
Once flights have finished
for the day, they are due to
have their annual practice
drill before winter sets in
properly.
On-site briefing: many of
the drivers are new to the
runway clearing service and
will be learning how the
process works tonight.
100% availability
“These machines are fantastic, and above all
reliable. In the 14 years that I have been doing
this job we have never had one break down
on us,” relates Detlef Tauchnitz. Dressed in
the luminous yellow high-visibility jacket that
everybody has to wear on the taxiways and
aprons, he walks from vehicle to vehicle, chatting
with the drivers. He knows them all because
they all attended a three-day basic course that
he ran in the summer. In it they learned more
than how to operate the vehicles. An essential
part was the runway clearing drill, because when
they are called upon, everything has to operate
like clockwork. A response train has to clear the
runway in only 30min.
Runway snow sweepers clear the way
A response fleet consists of up to 21 vehicles.
Right at the front is the team leader's vehicle
Italy
ME MO
C&I
« Frankfurt Airport
A 360hp MTU Series 500 engine drives both the sweeper brush and the blower jets of the snow sweeper.
Detlef Tauchnitz and his colleague Markus Arndt (left) check the engine.
is one of the most
important clients for
Øveraasen. They have
nearly 55 of our vehicles
in their taxiway and
runway clearing fleet.
And almost all of them
are fitted with MTU
engines. »
Thor Øveraasen, Øveraasen Director
– just a standard VW minibus, though fitted
out with a two-way radio and GPS tracker. The
response team leader is in contact primarily
with the manager in charge, the clearing service
co-ordinator and the German air traffic control
service, DFS. If the runway is clear, the team
leader can lead the snow-clearing fleet onto it. As
long as the fleet is on the runway, the co-ordinator
can see from the GPS tracker signal from the
first and last vehicles that occupy the runway.
“Visibility is often so poor that the control tower
cannot see the vehicles, so the GPS signal is
very important,” explains Tauchnitz, adding that
frequently even the drivers cannot see further
than the vehicle in front and so have to precisely
follow the instructions they receive by radio from
the leading vehicle.
Following behind the team leader's vehicle are
the runway snow sweepers, fanned out in an
echelon formation, one behind the other. With
their ploughs lowered and their brushes and
blowers symmetrically aligned so that they all
brush the snow aside in the same direction, they
sweep across the runway system like a flock of
migrating birds. So in the end there is a wall of
snow piled up at the side of the runway. That is
then hurled onto the grassy areas up to 70m away
by a snow blower. At the very end of the response
fleet is a sprayer that spreads an approved and
environmentally safe formate (formic acid salt).
That prevents the surface icing over again and
melts any residual or newly falling snow.
five wheels. Four are its normal road wheels
while the fifth has an eight-inch-wide tyre that is
identical in design to those used on an aircraft's
undercarriage. As the driver speeds along the
runway at about 100kph, the fifth wheel is
hydraulically lowered so that sensors in the
wheel can measure the friction between it and
the surface and, therefore, the available grip.
That information is passed via the control tower
to pilots who are on the approach flight to the
airport at the time.
Ice sniffer measures surface grip
What then follows is not tried out in the practice
drill, but is pure high-tech. A friction tester drives
over the runway after it has been cleared to
measure the grip — in other words, the frictional
properties of the surface. Outwardly a Saab
900 estate, it is an ice-sniffer, so to speak, with
Words: Lucie Maluck
Pictures: Robert Hack, Øveraasen
Waiting for winter
The drivers are not aware of any of that. They
are waiting in a parking area to be called
out again. “Our drivers are permanently on
standby on a four-shift rotation throughout the
winter,” elucidates Roland Schwarz, head of
Infrastructure, Airport Installations and Ground
Services at Fraport AG. Even at night when
the law prohibits flying, they have to be ready,
because in an emergency and/or if the Ministry
permits a landing in exceptional circumstances,
at least two takeoff and landing runways in the
runway complex must be available. “2012/2013
was a very eventful season, for example,” cites
Roland Schwarz. “We had very heavy and wet
snow here, and that was a real challenge for us.”
What did he think it would be like this winter? “If
only we knew,” Detlef Tauchnitz observes. “So far
we have had relatively mild temperatures, but that
means nothing. It can all change very quickly.”
The TV 2200 is the world's biggest snow blower. Powered by two MTU engines with a combined output of 2,000hp, it can clear 12,000t of snow an hour and throw it a distance of 50m.
Equipped for every kind of snow
Almost all the snow-clearing vehicles made by the Norwegian airport equipment manufacturer
Øveraasen are fitted with MTU engines. There are the RS 200 and the RS 400 runway snow sweeper,
which are towed by an articulated truck/tractor unit, for example. In those rigs, 320kW MTU Series
1100 engines drive the complete machine. The machine's brush rotates around its own axis 720 times
a minute and the blower speed is 140m/s. The machine can clear over 350,000m2 of surface area per
hour.
Another speciality from the Øveraasen is the self-propelled snow blowers. They often follow at the
back of a snow-clearing fleet, and their job is to clear the pile of snow left at the edge of the runway
by the runway sweeper. They can clear up to 12,000t of snow per hour. If there is enough space, they
blow the snow onto the grassy areas next to the runways and taxiways. The snow on building forecourts, freight yards and aprons always has to be carried away. It is piled up and loaded onto more than
100 lorries by smaller snow blowers. The trucks take the snow to the southern part of the airport,
where it is stacked up using wheeled loaders, snow blowers and two ski-piste dozers.
The Øveraasen Series RS 400
snow sweepers clear the
runways by first ploughing
the snow aside and then
removing what is left with
the sweeper and blower.
While older vehicles are
powered by the MTU Series
500, the newer models are
fitted with an MTU Series
1100 six-cylinder in-line
engine that conforms to the
EU Stage IV emissions
standard.
Øveraasen has three different types of self-propelles snow blowers in its current range. The Type
TV 1520 is powered by a single MTU 16V 2000 engine that employs its 1,100kW of power to drive both
the vehicle and the blower. The TV 2200 is the world's biggest self-propelledsnow blower. It requires the
power of two MTU engines. A Series OM 502 unit drives the vehicle while the blower gets its power
from a 1,100kW MTU Series 2000 engine. At Frankfurt Airport they call there machine “the monster.”
The latest addition to the range is the smaller Type TV 1000 Plus. The machine is powered by a 730kW
12-cylinder MTU Series 1600 engine: it can clear up to 7,000t of snow per hour. This vehicle is also
MTU-powered. It has a six-cylinder Series 1000 under the bonnet. The first vehicles of this type were
delivered to the airports in Paris, Charles de Gaulle Airport and Orly Airport, in November and December 2015.
The first TV 1000 Plus snow blowers were delivered in November and December 2015. They
are equipped with a unique “flying cab” system that allows the driver's cab to be positioned
forward or rearward of the snow blower spout so that the driver always has the best
possible view when working – whether loading or clearing.
Find out more, contact:
Tobias Frank
[email protected]
Tel. +49 7541 90-7054
You want to increase the overall efficiency of
ships. What ideas do you have in that regard?
We are looking at the entire efficiency chain —
starting from the shape of the ship through the
type of fuel, the conversion into motive power
and the drivetrain to the design of suitable
propellers. We want to combine individual
components into a system as effectively and
usefully as possible so that the operators get
ships that properly meet their requirements. In
shipbuilding you simply have to remember that
every ship is a one-off. And that is precisely what
makes our work so exciting.
So, do operators come to you asking for
the perfect ship?
Yes, we get that too. We are always looking for
industrial partners with whom we can research
solution concepts. But we also get shipbuilders
and operators asking us for advice.
If you could choose the propulsion system
of the future, what would it look like?
Good question. What the shipping business
urgently needs are engines with wide
performance maps. That means being able to call
on high torque reserves across a wide range of
engine speeds. That characteristic performance
is needed in order to obtain significantly higher
efficiency potential
from the propeller, and to do so
especially in operating ranges in
which ships mostly work – the midpower range. We are familiar with
the same scenario in cars: however
amazing the efficiency, it is only any
good if you can call on it in the midpower range. This is where highspeed diesel engines in particular
have an advantage, because they
have a broader performance map
than the medium-fast heavy-oil
engines.
How important is the engine's
role in the propulsion system?
The engine is a component of the
overall system. If I improve the
engine by 1%, that has precisely the same effect
on the system as a whole as if I improve, say,
the propeller by 1%. In a large container ship, 1%
equates to about two tonnes less fuel consumed
per day.
Natural gas as a fuel is particularly close to
your heart. Why?
Mainly because of the environmental factor.
Sometime or other there may even be a stable
price advantage. If that were to happen, it would
be used more widely. I keep the aspect of a
CO2 benefit out of the equation because there
may possibly be interactive effects with a loss
of natural gas. If you compare a gas engine with
a heavy-oil engine, there are clear advantages
in terms of emission levels for sulphur oxides
and soot particulates and, depending on the
combustion process in the engine, nitrogen
oxides as well. So natural gas or its liquefied
form (LNG) could help the shipping industry
clean up its image.
Why do ship operators actually choose gas
engines?
In some cases, people use them because they
really are concerned about the environment
or are keen to do everything to make
themselves look “green.” Apart from that, there
are legal requirements to be met, and natural gas
offers an option in that respect.
So is gas the future?
I am of the opinion that ship operators who work
at a global level will not restrict themselves solely
to natural gas in the next 10 to 15 years. They
will maintain the dual-fuel capability, as they must
always expect to have to refuel at ports where
there is no natural gas. Diesel, by contrast, is
available virtually anywhere.
In the future, will it be slow-running, mediumfast or high-speed engines that are most
needed?
Particularly when it is a case of natural gas as
the fuel, we have seen in recent times that there
has been a trend toward medium-speed, fourstroke engines, where in the past, slow-running
two stroke engines were used. But that is only
because they came first. So not a major trend.
What will shipping look like in 2050?
Technically more complex, because the good
old diesel engine will no longer get by without
denitrification, sulphur removal systems and
particulate filters. In 2050 I think natural gas
engines will make up about 15% and the rest will
still be diesel. But that is just my gut feeling. It
may be that we will have entirely different fuels
by then. In addition, shipping will be very largely
automated although I don't expect it will be
entirely unmanned. I don't think that ships will
one day sail the oceans without human crews –
because who will repair an injection pump in an
emergency? Sea travel will simply become more
complex and more expensive.
Will the emission restrictions one day be so
strict that diesel will be entirely out of the
question as a fuel?
Emissions legislation will undoubtedly become
stricter in terms of nitrogen oxides, sulphur
oxides and CO2, and
Cooling
Port
What about hybrid systems?
What actually is a hybrid system? By some
definitions, it has to involve an electrical energy
store, i.e. a battery. But you could also say
that you have a hybrid system as soon as you
combine an combustion engine with an electric
motor/alternator. Hybrids of that second type
are already widespread and will make further
inroads, especially since the cost of frequency
regulators continues to fall, with the result
that they are slowly becoming affordable. This
technology has now even found its way into
large container ships. For smaller ships there
are already a few hybrid systems with batteries.
If I look at this question from the viewpoint of
the shipping industry as a whole, I don't think
that this type of hybrid will become established
soon because the energy storage capacities
will remain much too small for the
foreseeable future.
What is the most
important issue for
you in all of these
imagined futures?
However shipping
develops in the
future, the most
important thing
for me is that
the safety
of shipping
Future
Life
Mussels
OCEAN
Submarine
Ferry
Patrol boat
there is almost no limit to that progression. But
I do not believe that at some time the point will
be reached when we will have to say that the
diesel engine is no longer fit for purpose as the
basic power unit. There will always be ways of
controlling emissions or improving combustion
processes so that those demands can be met.
That applies both to diesel and gas engines.
Message in a bottle
Mermaid
River
Water power
H20 AHOY
ATLANTIS
WATERFALL Water pipe
Extinguishing water
Sailor's yarn Tides
VENICE Yachts
Waves Drilling rig
Lighthouse
RUBBER DUCK
Pleasure steamer
Water pump Fishing
Water
NEPTUNE
Racing boat
MARINE
Tides
COMPASS
Starboard
WATER MELON
Sea
Offshore Ice
Working vessels
Diesel? Gas? Hybrid?
The shipping industry, with its heavy-oil and diesel
propulsion systems, is constantly wrestling with the issue
of health-harming and environmentally damaging
emissions. The main culprits are nitrogen oxides (NOx),
sulphur oxides (SOx) and soot particulates. Demand for
alternative fuels such as natural gas is growing. The
combination of political pressure and the trend toward
"green" shipping plays an increasingly important role,
including for the shipbuilding and supplier industries
themselves. Professor Friedrich Wirz chairs the working
group on marine engineering at the Hamburg University
of Technology. Together with his colleagues, he is
conducting research into increasing the efficiency of
shipping as a means of transport. In this interview he talks
about how alternative fuels are developing, the future of
shipping and what he thinks future marine propulsion
systems will look like.
RAIN
Harbour
LAKE
An interview about the future of shipping
Drinking water
remains a prime consideration. It is no use
whatsoever having the most efficient propulsion
system in the world if it suddenly packs up on
you. Or you have a ship with too little motive
power that becomes unmanoeuvrable in heavy
seas. Despite the political pressure behind
natural gas technology, gas propulsion systems
should also be thoroughly planned, as natural
gas is highly flammable. We shouldn't fall into the
trap of bandwagon-jumping just so as to satisfy
all the environmental demands.
Are you a seaman yourself?
No, I am not a seafaring type at all; I've never
travelled very far by sea either.
So how did you end up in this career, then?
Marine technology is a very special subject in its
own right. I also find it fascinating that every ship
is a one-off. I grew up in Hamburg, right on the
banks of the Elbe, so to speak, where ships pass
right by you every single day. Then at university
I specialised in marine engineering and so got
to know and love this industry. And now I can't
imagine doing anything else.
Interview: Yvonne Wirth
Picture: Robert Hack
Dr. Friedrich Wirz
chairs the working
party on marine
engineering at the
Hamburg University
of Technology.
OCEAN
Submarine
Cooling
Port
Marine
Yachts
RUBBER DUCK
Drilling rig
Mussels
Tides
Patrol boat
WATERFALL
Extinguishing water
Sailor's yarn
VENICE
Drinking water
Message in a bottle
Oceans of
choice
Mermaid
River
Water power
H20 AHOY
ATLANTIS
Racing boat
Pleasure steamer
MARINE Fishing
Water
Neptune
Life
RAIN
Harbour
LAKE
Offshore Ice
Working vessels
COMPASS
Starboard
WATER MELON
Sea
The colourful sea world of MTU
Waves
Water pump
Ferry
Lighthouse
Water pipe
MTU and water – what belongs together stays together. Maybach,
the company from which MTU originated, put its faith in
engines for the maritime industry, starting in the early 1930s.
Today, roughly a third of the Rolls-Royce Power Systems
sales revenue is earned from marine applications. The
range offered covers MTU Series S60, 1600, 396, 2000,
4000, 1163 and 8000 engines and complete propulsion
systems. They can be used in merchant and military
shipping as well as in luxury motor yachts, and offer
power ratings extending from 261 right up to
10,000kW. Thousands of MTU diesel engines have
been in use on the world's oceans, seas, rivers and
waterways for many decades. They provide
reliable service as main drive units or in on-board
and emergency backup power marine generator
sets to supply electricity for ship's services. For
merchant shipping, MTU offers engines and
generators for passenger ships and ferries; tugs;
inland waterway vessels; special-purpose craft
such as fire boats, sea rescue cruisers and SWATH
boats; and service tenders for the offshore oil and
gas industry and offshore wind farms. The naval
and government vessels powered by MTU engines
include corvettes, frigates and destroyers, patrol
boats, supply tenders, landing and special-purpose
craft, mine countermeasure vessels and submarines.
MTU is also the market leader in the mega yacht sector.
In addition, MTU propulsion units can also be found in
standard yachts made of fiberglass and displacement
yachts made of steel.
As a system supplier, MTU offers complete propulsion
systems. The options available also cover automation
systems to suit every ship that ensure full deployment
capability despite reduced manning levels. These include the
BlueVision_Advanced|NewGeneration and MTU Callosum systems.
Take a splash in the marine world of MTU and discover a selection
of the ships powered by MTU.
Picture credits: Abu Dhabi
Ship Building, Anica Rohde/
Thomas Nyfelder, Alaska Marine
Highway System, Alexander
Kerschgens, Armada Nacional
de la República de Colombia,
Arminius Wer , Austal, Astilleros
Armon, Azimut Grande, BAE
Systems, Baltic Workboats, Black
Box Photography, Blohm + Voss
GmbH, Blue20photography,
Boskalis, Boston Harbor Cruises,
Boston Towing & Transportation,
Briese Schi ahrts GmbH & Co.
KG, Brødrene Aa, BMT, BP, BW
O shore, Cantiere Navale Vittoria,
Condor Ferries, CRN Shipyard,
Dag Pike/Owen Billcli e, Damen
Shipyard, Danish Yachts and BMT,
DCNS, Deutsche Bundesmarine,
Dettmer Reederei KG & Co,
DDC, DGzRS/Die Seenotretter,
Ebert & Söhne, E-Cra , Evolution
Commercial, Fairplay Towage,
Feadship, Ferretti, Florida
Marine Transport, Francesca van
Rooyen, Getty Images, Glacier
Cruises, Gri on Hoverwork, Gulf
Cra , ICDAS Shipyards, Harren
& Partner, Hatteras Yachts,
Havariekommando, Heesen
Yachts, Hellenic Fire Brigade
Department, Irving Shipbuilding
Inc., Incat Crowther, Incat
Tasmania, Indian Coast Guard,
Israel Shipyards Ltd, Klaus Jordan,
Kometa, Korean Coast Guard,
LCT Turkey, Lotsbetriebsverein
Cuxhaven, Los Angeles Fire
Department, Malaysian Maritime
Enforcement Agency, Marine
nationale française, Melita Power
Services, Mike Brasler, Moran
Tug Boats, MPI O shore, MTU
America, MTU Iberica, National
Science Foundation, NAVYPIX, New
York City Fire Department, Nina
Felicitas Kunzi, Njord O shore,
Nobiskrug, North Carolina
Department of Transportation,
Oceanco, Øyvind Hagen-Statoil
ASA, Pershing Yacht, Peter
Andryszak, Petrobras, Point Hope
Maritime Ltd, Port of Rotterdam,
Reinauer Transportation, PSV
Havyard, Rhode Island Fast Ferry,
Rita Lewchanin, Riva, Robert
Hack, Rolls-Royce, Rossinavi,
Royal Danish Navy, Royal Falcon
Fleet, Royal National Lifeboat
Institution, Royal Norwegian
Navy, Sanmar Shipyard, Shaver
Transportation, Siem O shore,
Skansi O shore, Southern Towing,
Starnav, Statoil, Stefan Söll, STM,
Sunseeker, Tallink, ThyssenKrupp
Marine Systems, TKMS, Tom
Guldbrandsen, Tommy Solstad,
Turbine Transfers Ltd, UAE, UK
MoD/Crown copyright (2015), US
Coast Guard, US Navy, Viking,
Vripack, Wasserschutzpolizei
Schleswig-Holstein, Wasserund Schi fahrtsamt Stralsund,
Wilmington Tug, Wind MW,
Wolfgang Stolba, Yellow & Finch
Publishers
Life
Cooling
Port
RUBBER DUCK
Drilling rig
Mussels
Tides
Water pump
OCEAN
Extinguishing water
Message in a bottle
Patrol boat
Drinking water
H20 AHOY
ATLANTIS
WATERFALL
Lighthouse
Sailor's yarn
VENICE
Waves
Pleasure steamer
MARINE Fishing
Water
NEPTUNE
Racing boat
Column
RAIN
Harbour
LAKE
Offshore Ice
Working vessels
Mermaid
River
Water power
COMPASS
Starboard Sea
WATER MELON
Yachts
Water pipe
Ferry
Submarine
Life-giving elixir
by Yvonne Wirth
Have you ever stopped to think how many times you come into contact with water every single day? It is 6am and
the alarm goes off. Time to get up. And to help us come round, the first thing we do is take a swig of water. Then
we switch on the coffee machine. Hot water runs through the black powder and the rich aroma of coffee wafts
through the air. After breakfast, time for a quick brush of the teeth – with water, of course. Then before setting off
to work, you fill a bottle with water to go with your lunch pack. Water is our constant companion, life-giving elixir
and consumable product at the same time — fizzy or flat, in every possible flavour combination you can think of or
frozen as ice cream for dessert. We also need it for washing, showering, flushing the toilet, cooling down, cooking
or sprinkling the lawn – anywhere and everywhere we need its cooling and hydrating properties. People, animals
and plants – all living creatures on the Earth need water to survive.
On first inspection we might think the world has water to spare in abundance. After all, seas and oceans
cover more than 70% of the Earth's surface. However, only 2.5% of the precious fluid is fresh water; the rest is
undrinkable salt water. And we humans have access to only to 0.3% of the fresh water. The vast majority of it is
held in glaciers, ice or the soil. We use so much water as well. The average German used 121l of domestic water
per day in 2014. In America, the average daily consumption was as high as 475l and in Singapore, 153l. Because
of the effects of climate change, the uneven distribution of water across the planet and the high level of water
consumption, increasing numbers of people will suffer from water shortages in the future. So make sure you
properly appreciate your next glass of water, because despite the endless quantities of water in the world, it is
more scarce than you think.
Technology
Interview on EU Stage V technology development at MTU
The Series 1000 to 1500
will achieve the EU Stage V
standards by means of
internal engine design
enhancements, an SCR
system and the addition of
a diesel particulate filter.
Greener, meaner, leaner
At the Agritechnica trade fair for
agricultural machinery and equipment,
MTU provided a preview of its drive
system solutions to meet the future EU
Stage V emissions directive. The directive
is expected to come into force in Europe
from the beginning of 2019 for mobile
machinery and equipment. We talked to
Bernd Krüper, head of the Construction &
Agriculture business, and Frank Draese,
programme manager for EU Stage V at
MTU, about the world’s strictest emissions
directive and the solutions being
developed by MTU for the power range
from 100 to 480kW.
Mr Krüper, how is MTU preparing for the
future EU Stage V emissions standard?
Krüper: Complying with the new emissions
directive requires more than just expertise in
engines. Our ambition is to optimise the entire
powertrain and exhaust treatment system
and supply our customers with a system
tailored to their requirements. The product
shall at the same time reduce the installation
and adaptation work for our OEM clients
(that is, equipment manufacturers), reliably
meet the emission legislation requirements
and efficiently deliver the best possible
performance in the field. Together with our
partners, we are currently further developing
our proven Series 1000 to 1500 engines for EU
Stage V, which will simplify integration of the
future engine systems for our existing clients.
What is the biggest technological
challenge for MTU in that process?
Draese: The biggest difference between the
present EU Stage IV emissions legislation
and the impending Stage V is the fact that
in future not only the mass of the soot
particulates emitted by the engine is limited
but also the number of particles. Limiting
the number of particles is possible only by
means of sealed particle filters. Therefore, to
comply with Stage V we have to fit a diesel
particulate filter, or DPF for short, to our Series
1000 to 1500 engines for the first time. With the
help of sophisticated technology, we have so far
been able to meet the requirements by means of
internal engine refinements and an SCR system.
But despite the addition of a DPF, we are aiming
to produce a solution that requires approximately
the same space as the one for EU Stage IV/EPA
Tier 4 final. For the Series 1100, 1300 and 1500
we will offer a one-box solution with integrated
exhaust treatment system. It consists of a diesel
oxidation catalytic converter, DPF and an SCR
system. For the Series 1000, as well as the onebox solution there will most probably be a twobox solution for even greater flexibility in terms of
installation.
Motorists have been familiar
with DPFs on their cars for
some years now. What is
special about the DPFs for
our engines?
Krüper: It is true that DPFs
have been in use for some
years, including on cars
and commercial vehicles.
That means that we
benefit in terms of our
development work and the end product from
basic designs that have been tried and tested
thousands of times over, and we also build on
the extensive experience of our development
partner, Daimler, and its suppliers. That has a
positive effect in terms not only of the advanced
and sophisticated technology but also of the
attractive volume-production prices for our
customers. That said, as our engines are used
in tough and extremely varied off-highway
conditions, they are sometimes subjected to
different stresses and required to meet quite
different load profiles. In terms of harmonising
the overall engine system and adapting the
regeneration strategies, that means a lot of work
for us – which is a challenge we welcome with
the comprehensive expertise at MTU and
Daimler.
Regeneration strategies – what
does that mean in practice?
Draese: Every DPF functions
like a sieve that traps the
unburned carbon soot
particles. If that filter were
to become clogged with
soot, the exhaust backpressure would
rise considerably. The result would be higher
consumption and loss of engine power.
Therefore, the trapped particles in the filter
have to be burned off at regular intervals.
That process, which takes place at a high
temperature, is called regeneration. For us, the
challenge is integrating that process in the duty
profile of off-highway engines. We are already
pursuing some promising ideas for that.
Krüper: Agricultural and construction machines
are often used differently from commercial
vehicles. Lorries travel long distances at a
relatively constant load, such as on motorways
at a relatively even speed, so that regeneration
is not usually a problem. Our exhaust treatment
system has to function equally well in such
diverse applications as mobile
cranes and forage harvesters
with entirely different load
profiles. In such applications,
high-load phases – such as
when lifting loads or when
harvesting – alternate
frequently and rapidly, and
often unpredictably, with
idling phases. That requires
an intelligent system that
regenerates at the right moment and does so
successfully. Because of the high temperatures
produced during regeneration, it must not be
allowed to happen on a field, for instance. To
adapt the systems to all relevant applications
and scenarios, we are conducting one of the
most complex field trial programmes in the
history of MTU.
What do those trials actually consist of?
Draese: We will have well over 200 engines in
use with OEM clients right from the development
phase. Those engines are provided with
measurement and testing systems and serve
as trial units both for MTU and the OEM clients.
The knowledge gained will help us get all engine
variants ready for the market before Stage V
comes into force. That is important for some
of our clients because they will produce
and sell large numbers of their vehicles
early on.
What will change for OEM
clients? Will they have to
develop new vehicle designs?
Krüper: For the OEM clients
a lot will stay the same. The
dimensions of our engines
will remain the same. The interfaces will
largely be unchanged as well as far as
electronics, cooling systems and PTOs, etc.,
are concerned. In that regard, the amount
of work required will be quite small for the
OEMs. One thing that will have to be tackled
is the installation of the integrated exhaust
treatment system – its size will increase
slightly due to the DPF. We will be offering
extensive advice and support to OEMs in that
process.
And how will end users benefit from the
future products?
Krüper: End users will benefit from a number
of advantages offered by the advanced
engines. The engines will produce more
torque but at the same time use less fuel. In
addition, our drive systems will give vehicle
users the certainty that their machines are
highly reliable and environmentally safe in
use, as they will meet the emission standards
then applicable — albeit the environmental
credentials do come at a price for the end
user. The addition of the DPF means more
complexity on the part of the drive system.
But it goes without saying that users can
rely on support from MTU service with the
necessary maintenance.
Words: Rolf Behrens
Pictures: Robert Hack, MTU
Bernd Krüper
[email protected]
Tel. +49 7541 90-7007
Bernd Krüper (left) and Frank
Draese (right) explain how MTU
is preparing for the future
emission limits.
Energy
Backup power for subterranean data centre
Licence
to keep
A steel door opens the way to the
underground world of Pionen White
Mountains in Stockholm, Sweden. On
entering the former nuclear bunker one is
met, contrary to expectations, by pleasant,
bright light. It is almost as bright as the
daylight outside. We walk along corridors
lined by solid stone white walls that take us
30m below ground. We then cross a long,
suspended walkway into a circular office
with glass walls. Below it there are row upon
row of white servers. It looks like a scene
from the James Bond movie Skyfall. But
though it resemble the headquarters of a
bad guy, in actual fact it is a data centre
located directly below the Vita bergen park
right in the middle of Stockholm. As the
largest computer centre of the Swedish
Internet service provider Bahnhof AB, it
covers an area of 1,100m2. As many as 8,000
servers safeguard an infinite number of
gigabytes of data for clients all over the
world, such as the whistleblower website
Wikileaks.
In memory of its military origins, the cave is
called Pionen White Mountains. As well as the
name, another reminder of its past are the
40cm thick steel doors and the claim that the
data centre is capable of withstanding the force
Top: A suspended glass conference room? Nothing unusual at the Pionen data centre.
Below: Below the glass walkway, row upon row of servers are lined up.
of a hydrogen bomb. To make sure the data
centre staff feel comfortable deep underground,
Bahnhof has thought up a whole raft of
refinements. Apart from daylight simulation
there are greenhouses, a waterfall and a 2,600l
saltwater aquarium.
First independent
Internet service provider
M EM O
The entrance to the data
centre is a mysteriously
shimmering door.
Bahnhof AB was founded in 1994
and was Sweden's first independent
Internet service provider (ISP).
Company headquarters are in
Stockholm. Bahnhof operates a total of
seven data centres in Sweden and is
constructing a new 21MW facility
named Elementica located in
Stockholm.
But it is not only physically that the largest
data centre of the Swedish ISP Bahnhof differs
from others of its kind. Bahnhof itself is not
like other operators. For years it has been
an advocate of protecting personal rights
and freedoms in cyberspace and opposed to
state surveillance of electronic media. It also
destroys the IP addresses of its customers so
as to undermine the Swedish anti-file-sharing
laws. Maximum security is a vital part of the
deal between Bahnhof and its clients who have
high requirements regarding the digital safety
of their data information. “Among our clients
we have media houses, finance companies and
others who want to prevent their information
from ending up in the wrong hands. For the sake
of our customers' privacy, we do not name any
specific references without their permission, but
our solutions are proven and market leading,”
explains Jon Karlung, CEO at Bahnhof.
Backup power especially important
So that the servers can be accessed even if
A second data centre in
the middle of Stockholm is
also to be supplied with
MTU Series 2000
gensets. It is the Thule
data centre. Two gensets
powered by 12-cylinder
MTU engines will
provide the emergency
power supply.
The two MTU 493 (MB 820) units
provided reliable power backup for
45 years in total.
As many as
8,000 servers
safeguard an
infinite number
of gigabytes
of data.
Left: The data centre operator Bahnhof wants its staff to feel comfortable. So there is a waterfall, a botanical garden and a salt-water aquarium. Right: The new MTU
Series 2000 gensets have been ready to supply electricity in an emergency since the end of last year. They are both finished in a special aluminium paint.
there is a main power failure, the availability
of an emergency backup supply is essential.
“Without a functioning power supply backup, our
clients would not be able to access their data in
an emergency. Losses in the millions would be
the consequence for most of them,” Jon Karlung
points out. To prevent the data centre going offline at all, two MTU Series 2000 engines will
be on standby in future. “Our engines provide
100% primary output during a power cut. If the
mains power is off for 24h, they can even be
operated at a permissible average output of
1,030kVA each,” explains Ralf Patschke from
the Sales Department at MTU Onsite Energy. “In
addition to that, they are extremely reliable and
very economical.” The engines were installed
by the MTU distributor Swed Motor. Engineers
from Swed Motor also take care of the service.
Bahnhof has even thought up something clever
for the gensets. “We finished the gensets in
a special white aluminium paint,” Patschke
recounts.
“This is the first time MTU gensets have been
used at Pionen White Mountains,” Ralf Patschke
reveals. “In the past they used MTU diesel
engines that were originally used in submarines.”
The two 12V 493 units had been in service since
1970 and were only replaced by the new gensets
in 2015. As a little joke, Bahnhof installed a real
German submarine hooter to signal the alarm in
an emergency.
Eco-friendly data storage
But Pionen White Mountains is capable of more
than securely storing vast quantities of data.
“An enormous amount of heat is produced in a
data centre, and that heat has to be removed
to prevent damage to the servers,” explains
Jon Karlung. “What is more, Sweden is a very
cold country. And added to that, Stockholm
has one of the largest district heating systems
anywhere in the world.” The domestic properties
need hot water all year round. In addition, the
homes of Stockholm residents have to be heated
in the cold winter months. So why not make
use of the surplus heat from the data centre?
That is precisely what Bahnhof thought, and it
was the idea behind the decision to develop
an environmentally friendly data centre in
collaboration with the Swedish Fortum Värme.
“We use the heat produced here to heat homes.
The heat generated by the computer
systems is fed into the Stockholm district
heating system and so used directly to
heat residential properties,” explains Jon
Karlung. “That means the entire generation
process is carbon-neutral and based
on renewable energy. That reduces the
reliance on conventional heating.”
Words: Yvonne Wirth
Pictures: Bahnhof AB
Ralf Patschke
[email protected]
Tel. +49 7541 90-2589
More on that...
A tour through the Pionen
data centre. Don't have a
QR code reader? Go to
https://goo.gl/hlShoC
O N L IN E
The Thule city
data centre
M EM O
Energy
Consumables
Engine oil selection
2
1 Which oil is suitable also
depends on how an engine is
used in the field.
2 Oil lubricates the moving engine
parts such as the crankshaft
and so reduces friction.
3 Engine oils perform an
important protective function
even under harsh ambient
conditions.
1
3
To ensure that there is the right amount of oil in the
engine, the level is checked by means of a dipstick.
Oil or nothing
Superior design and top-quality materials give MTU engines an edge in harsh
environments, but proper maintenance keeps them powering forward. Engine
oils provide vital protection and help keep operating conditions optimal,
ensuring maximum power and torque no matter what the world has in store.
In the business world, when a job is important,
you can expect a fairly lengthy recruiting,
interviewing and hiring process. MTU approaches
the selection and approval process for engine
oil in a similar way.
Oil is the lifeblood of the engine. It reduces
friction by lubricating the engine’s moving parts
and helping to remove unwanted particles by
capturing and transporting them to the filter —
but that’s not where the work ends. It also helps
prevent overheating by cooling the pistons and
limiting blowby — the leaking of combustion
gases into the crankcase — by sealing the gap
between the cylinder and liner wall.
Choosing the right oil for an engine depends
on several factors such as power output, heat
generation, application, planned usage and
whether the crankcase is open or closed. The
consequences of choosing the wrong oil are
significant—ranging from compromising an
engine’s performance to shortening its life
and potentially voiding the warranty.
ValueSpares engine oils are designed to
optimize engine efficiency and protect against
corrosion and harmful wear based on how an
engine will be used in the field. They’re selected
based on their ability to provide outstanding
piston cleanliness, even under extreme
conditions. Their exceptional thermal stability
and consumption control keep the viscosity
of the oil consistent and reduce shearing -
even in the most severe applications. Special
anticorrosive additives protect the engine from
grid and surface breakup, while dispersants
and detergents collect abrasive microscopic
particles and soot to be removed by the filter.
When choosing the right oil for your MTU
engine, you’ll have a hard time finding a
stronger résumé than ValueSpares.
Words: Jason Schrader
Pictures: Robert Hack, Shutterstock
Christian Modrok
[email protected]
Tel. +49 7541 90-5625
Technology
Manufacturing pipes
→How do we make ... pipes?
The pipes for all models are stored in a 12m-high
racking system.
After processing on the CNC machine, the pipe comes
out with multiple bends.
Production staff in the MTU pipe-making shop
produce between 350,000 and 500,000 pipes a year.
Pipe-machinist Daniel Pecnic makes pipes and
fittings for the Series 2000.
Pipes with smaller diameters are joined to the fitting
by soldering.
Whether they carry water, oil, fuel or air,
dozens of pipes provide life-giving
sustenance to MTU engines. Pipes deliver
liquids and gases to where they are needed
for combustion, cooling, aspiration and
power transmission. Because of the many
different engine models and applications,
MTU not only buys pipes from suppliers
but also manufactures them in-house. And
a glimpse into the MTU pipe-making shop
reveals that it involves more than just
pipe-bending. MTU staff produce between
350,000 and 500,000 pipes a year.
At first sight, it looks like a self-service area at
an IKEA store, but there are no sofas or lamps
on the high-rise racking in the pipe store. The
12m-high racks contain piping with diameters
from 4 to 159mm and a standard length of 6m.
There is a choice of steel, stainless steel, copper,
brass and a sea-water-resistant alloy of copper,
nickel and iron (CuNiFe). The material used
depends on the engine model and its application.
Pipes intended for a Series 396 submarine
engine, for example, must not have magnetic
properties, so chrome-nickel pipes are fitted.
The total number of possible different piping
variations is 16,500 — a figure that illustrates the
vast extent of the product range.
CNC machines are used for pipe-bending
In the cutting shop, production worker Bernhard
Bentele fetches a pipe from the high-rise rack
and cuts the bar stock to the required length on
the two circular cold saws. The lengths used vary
between one and three metres. Before further
processing, the pipes are deburred and washed.
To shape the pipe to fit so that it closely follows
the engine contours, it is processed by a CNC
(computerised numerical control) machine.
The CNC machine bends pipes with a diameter
ranging from five to 70mm according to precisely
defined programs, so that every pipe is identical.
The process is computer-controlled and so has a
lower reject rate than a manually operated work
process would have. Pipe-machinist Thomas
Günthör places the pipe in the bending machine.
The machine draws in the straight length of pipe,
and after a few seconds feeds it out again with a
complicated series of bends.
Soldering: gas or flame?
A washing machine cleans the pipes at a
temperature of roughly 70°C. Once all dirt has
been removed, the pipe and fitting are either
soldered on the inductive soldering stations or,
in the case of large diameters, welded. With
soldering, there is a choice of inductive soldering
using inert gas or flame-soldering with flux. With
both processes, the pipe is heated evenly from
all sides and joined to the connecting part in that
way. In the case of larger pipes, high-precision
work is required: The welding machine current
has to be set so that it produces a melt, the
pipe material becomes fluid and can be joined
to the fitting with the aid of a welding rod.
Finally, the pipe surface is pickled and given a
corrosion-proof coating. To make sure the joint
does not leak, it is pressure-tested under water
with compressed air at 0.5bar. Pipes that are
subjected to higher pressures on the engine
are tested for leaks on a special test bench by
pressurising with oil to 80bar.
Words: Caren-Malina Butscher
Pictures: Robert Hack
Klaus Jäger
[email protected]
Tel. +49 7541 90-3316
Large pipes are welded. The welding machine
produces a melt so the pipe can be joined to the
fitting with the aid of a welding rod.
Talking of ...
Afterthoughts
Gary Mason aboard Alaska Marine Highway
System’s fast vehicle ferry Chenega.
Yvonne Wirth and Robert Hack are visibly
impressed by the superyacht Amore Mio.
Lucie Maluck visited Frankfurt Airport to see the
runway clearing vehicles made by Øveraasen at
work there.
Going where the road ends
In my job at MTU America, I’ve got the
perfect vantage point to learn about our latest
developments and newest applications. But
it’s also a great opportunity to get to know
customers that have been quietly doing
essential, remarkable work for decades. The
fleet of ferries that travel up and down the
Alaskan Marine Highway are prime examples.
These hardworking vessels have been a
vital cog for transporting people, freight and
vehicles along Alaska’s vast coastal regions for
more than 50 years. When I caught up with the
Chenega, the massive 760t catamaran was in
Puget Sound undergoing rigorous performance
testing. For a vessel that normally operates in
remote corners, it got the kind of audience it
deserved that day, turning quite a few heads
as it moved with precision at near highway
speeds. For me, it was both an educational
and an exhilarating experience, and the next
time I’m in Alaska, you’ll know exactly where
to find me.
A little bit of luxury
Oss in the Netherlands is a quiet town with a
population of just under 7,000. On the street
you meet nice people who are happy to give
you directions. What is not obvious from first
impressions is what a glamorous business is
based here: the luxury yacht-builder Heesen.
We noticed straightaway how proud the
people here are of the shipyard. When we
arrived there, we could see why. We were
welcomed by pure elegance in the lavishly
appointed reception area with its sumptuous
leather seating, models of yachts and opulent
marble floors. Then it was time for our first
glimpse of the superyacht Amore Mio. We felt
tiny next to the massive hull raised up on its
blocks. Staff milled around busily like ants all
over the scaffolding and the yacht because in
three weeks' time it was due to be launched.
Launched? That was unimaginable at the time.
Although the yacht was painted, there was no
sign at all of any interior fittings or the luxury
that would ultimately be on show. On deck, we
met Captain Tripp Hock, who helped supervise
the construction of the craft. When he told us
his life story, we soon realised that you have to
fight for your dreams. Tripp Hock has turned
his dream into a career. But for us, at the end
of a day in which we were given a brief glimpse
the luxury of a superyacht, the dream was over.
A peek behind the scenes at
Frankfurt Airport
I admit it – I am an impatient person. So
I get all the more irritated if I am sitting in an
aeroplane and nothing is happening because
it is snowing or there is ice on the runway.
But, on the other hand, I have never stopped
to think about what goes on behind the
scenes. Or consider that there are several
hundred people busy clearing the runways
and taxiways for the plane as quickly as
possible. People like Detlef Tauchnitz, who
I met when preparing my article on the
runway clearing services at Frankfurt Airport.
He does everything possible to make sure that
the aircraft are not grounded for any longer
than necessary. I will think about people like
him in the future if my flight is held up by the
weather. And I promise them never to get
irritated again, but instead to be thankful that
they are there. The added bonus of being able
to see an aircraft engine made by our parent
company Rolls-Royce at close quarters on the
airport apron was the icing on the cake on
this particular assignment.
You can find out more on the subject of water on pages 12 to 51.
Imprint
MTU Report online
MTU Report The magazine of the MTU and MTU Onsite Energy brands PUBLISHED BY Rolls-Royce Power
You can also read news about MTU
Systems AG; Publishers representative: Wolfgang Boller EDITOR IN CHIEF Yvonne Wirth, e-mail: yvonne.wirth@
and MTU Onsite Energy online at
rrpowersystems.com, Tel. +49 7541 90-6535 EDITOR Bryan Mangum, e-mail: [email protected],
www.mtu-report.com. Want regular
Rolf Behrens, e-mail: [email protected], Caren-Malina Butscher, e-mail: caren-malina.butscher@
news updates? Besides MTU Report, there is a monthly
rrpowersystems.com, Lucie Maluck, e-mail: [email protected], Silke Rockenstein, e-mail: silke.
online newsletter, MTU eReport, with the latest on all
[email protected], Jason Schrader, e-mail: [email protected], Alina Welsen, e-mail:
things MTU and MTU Onsite Energy.
[email protected] OTHER AUTHORS Gary Mason, Chuck Mahnken, Nina Felicitas Kunzi, Melanie
Staudacher, Stephanie Kennedy EDITORS' ADDRESS Rolls-Royce Power Systems AG, Maybachplatz 1, 88045
Friedrichshafen PICTURE CREDITS Al Farwaniyah Krankenhaus, Kometa, MTU, MTU Asia, MTU archive, Ritter Sport,
Rolls-Royce Power Systems, Tom Guldbrandsen, Turkish Health Ministry, Ulstein, Wilfried Probian, ZB Group DESIGN AND PRODUCTION Designmanufaktur|Ries, 88214 Ravensburg LITHOGRAPHY Wagner Medien UG,
88690 Uhldingen-Mühlhofen PRINTED BY Druckerei Holzer, Weiler im Allgäu ISSN-Nr. 09 42-82 59, Reproduction
only under indication of the source. Please forward a copy. WEBSITE ADDRESS www.mtu-report.com,
www.mtu-online.com
... life in the water
I M P R IN T
Talking of
Things our editors have been impressed by
Follow us on twitter.com/mtu_pr
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MTU Report 3/2015

Transcription

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