2 |12The customer magazine

of ABB TurbochargingSwitzerlandcharge!

Fighting turbine blade wear 16“Dragon’s teeth” provide a powerful cutting edgeStorms and sunshine 4Dorit Timmann on the turbocharger business in GermanyFueling the future of the shipping industry 8LNG’s key role in the marine sector

The power of the dragon’s teeth

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From the editor

charge! 2|12

Arie SmitsGeneral Manager MarineABB Turbo Systems Ltd

2011 was an absolute record year forABB Turbocharging with regard to deliveries of turbochargers for 2-strokeengines. The result underlines clearly thevery positive market response to our latest generation of turbochargers, ofwhich all frame sizes have now beenreleased and are running.

With a wider range of products in placeand working together with our ABBMarine colleagues, we now cover practi-cally all marine and land based indus-tries, including oil & gas, cruising, powergeneration, gas compression, and muchmore.

The A100-L turbocharger series for 2-stroke applications has been specificallydesigned to achieve the highest efficien-cies and pressure ratios, and so ensurethe lowest fuel consumption. Thesecharacteristics, in combination with widecompressor maps, allow us to find theright turbocharging solution for dual rating, de-rating, etc. – all solutionsdirected at reducing fuel costs as well asemissions.

We are currently working on High Pres-sure Tuning (HPT), whereby we use thefull potential of the A100-L to ensure low-est fuel consumption without using VTGor EGB equipment. Yes, it is possible!

As this edition of charge! is being pub-lished to coincide with the SMM exhibi-tion in Hamburg, it gives me the opportu-nity to invite you, also on behalf of mycolleagues, to visit our stand, where itwould give us great pleasure to showyou our products and discuss theseexciting new solutions with you.

See you in Hamburg!

Arie Smits

At the helm in HamburgInterview with Dorit Timmann, head of ABB Turbocharging Germany.04 Liquified natural gas

Its future importance as a marine engine fuel.08

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Contents

Interview 4 Storms and sunshine

Dorit Timmann on the turbocharger business in Germany

Applications8 Fueling the future of the shipping industry

LNG’s key role in the marine sector

Technology12 Reducing complexity to optimize efficiency

High Pressure Tuning improves 2-stroke engine performance

16 Fighting turbine blade wearHow “dragon’s teeth” provide a powerful cutting edge

18 Turbocharger whisperersABB’s strong tool for product improvement

News19 People

Tips for the operator20 Slow steaming and turbocharger cut-out

Reducing fuel consumption and improving part load operation

Recipe22 Not just for “old salts”

Labskaus: a modern classic in Hamburg’s cuisine

Fighting turbine blade wear “Dragon’s teeth”: The success story of ABB’s blade tip coating technology. 16High Pressure Tuning

ABB turbochargers optimizing 2-stroke engine performance.12

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Interview

At the helm in Hamburg: Dorit Timmann.

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Interview

Storms andsunshineThere’s a lot of pressure on the marine sector right now, says Dorit Timmann, head of ABB Turbocharging’s business in Germany. But she knows the reasons, too, and how the company can successfully position itself in the current market.

Text: Tiziana Ossola Auf der Maur, Photography Frank Eberhard

Dorit Timmann, you’ve been head ofABB Turbocharging’s business inHamburg since the beginning of theyear. Does it feel like a homecomingafter spending so many years in yourlast position in Dubai?

Dorit Timmann: It does now and I lovethe feeling, but I must admit that in thebeginning it felt like being in a foreign

country. After all, during the past thirtyyears I just came here on short vacationsand you can’t compare that with livingand working in Germany. It’s probablynot so easy to understand, but you haveto remember that for more than half ofmy lifetime I have been speaking Englishin my working, as well as in my privatelife. It was quite normal for me to have

discussions with people of many nation-alities in the course of one day. Ofcourse, the cold, dark and rainy weatherwe can have here in Hamburg isunknown in Dubai, plus the traffic is justtoo organized to be trusted by a Dubaidriver, although one might recognize thecyclists here since they constantly ignorered traffic lights.

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Interview

What would you say were the high-lights during the 20-plus years youwere in charge of ABB’s turbochargerbusiness in the Middle East and NorthEast Africa?

The business was driven during thatperiod by constant change; markets grewand shrank. That made it fascinating.The dredging activities in the UAE duringconstruction of the Palm Islands weretypical of the time: They more or lessstopped within one month due to the2008 economic crisis. A definite highlightwas the success we had in Pakistan,where we started at zero and continu-ously grew. Now the Pakistan station isone of our company’s larger ones in theworld. We did this in other countries, too,and the list is quite long. Finally, Iraq hasto be mentioned. Although still a very dif-ficult market, Iraq has a lot of potentialfor our business. The reconstruction ofthe country is under way and the indus-try there is starting to pick up. What Iraqneeds now is electrical power and hugediesel power plants are being installed,with smaller ones also in the pipeline.

What do you think it is that a womanmust bring to the job in order to dobusiness so successfully and for aslong as you did in that part of theworld?

Common sense and integrity, just likea man.

So, now to Germany and your newposition: How would you characterizethe current climate in the turbochargerbusiness?

Huge storms in the marine sector, butfriendly sunshine in the stationary plantsector.

What can you tell us about the “hugestorms”.

High fuel prices, overcapacity, ongoingnew vessel deliveries and very low freightrates are putting the marine industry inGermany under tremendous pressure. Aresult of this unfortunate trend is that weare seeing a very large number of vesselsbeing laid up, as well as extra slowsteaming and turbocharger cut-outs. Wehave to do our utmost to assist ourclients in keeping their maintenancebudgets under control. Insolvencies inthe sector of “KG” vessels are commonand we are already seeing the start of aconcentration process, in other wordsmergers and acquisitions.

We have to do our utmost to assist our clients inkeeping their maintenance budgets under control.

From left to right: Melanie Karsch, Marina Lau, Gunnar Mellerke, Pascal Kron, Mario Schlüter, Ronny Rathsack, Harald Patner, Dorit Timmann, Ronny Herold, Denise Benthin, Alexander Ninaber.

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Interview

One woman’s feel for management

Dorit Timmann, born 1956 in Hamburgand married to a Norwegian, hasheaded the Local Business Unit TBLin Germany, with stations in Hamburg,Mannheim, Bremerhaven and Dort-mund, since January 2012. In 1981,she moved to Dubai, joined BBCBrown Boveri in 1982, and becameactive in the turbocharger business at the time of the merger of BBC withAsea. Working from Dubai, Dorit Timmann expanded the turbochargerservice business in the Gulf statesand the Near and Middle East. Upuntil the end of 2011 Dorit Timmannwas Area Manager, responsible forABB’s turbocharger business in theMiddle East and North East Africa,including LBUs in Pakistan, Egypt andSaudi Arabia.

The marine sector, especially con-tainer vessels, provides 72 % of therevenues of LBU Germany. Stationaryplants accounted for 25 % of revenues

From Dubai to Germany: Dorit Timmann.

in 2011, with the traction sectorcontributing another 3 %. Customersinclude turbocharger end users andOEMs in Germany, Austria, Hungary,Switzerland, Czech Republic andSlovakia.

The new emissions regulations are very important,for us as well as for our clients. ABB turbochargersare designed to enable shipowners to fulfill them.

How do you rate the importance of thenew emissions regulations IMO Tier IIand IMO Tier III for your business?

These regulations are very important,for us as well as for our clients. ABB turbochargers are designed to enableshipowners to fulfill them. Plus, we haveour new Valve Control Management®

system, which offers customers furthersupport in their efforts to meet the regu-lations. It goes without saying that byoffering new products and technologieslike this we also have to intensify thetraining of our employees.

Have the IMO and other emissionsregulations been a technology driver?

The IMO regulations have triggerednew engineering efforts, but also newbusiness opportunities as well. New,more efficient and effective hardware hasbeen developed by us to enable cus-tomers to meet IMO Tier II and Tier IIIregulations.

Where do you see growth coming inthe future?

We continue to see growth in the sta-tionary plant sector and hope, for the

time being, to keep our volumes in themarine sector at a stable level.

What can you offer customers in theway of immediate support? WhichABB products or services are espe-cially well suited in today’s businessclimate?

We have several, for example ourmaintenance agreements (MMAs), wherewe actively assist our clients in planningtheir turbocharger maintenance at thebest price level, our “pay by the runninghour” maintenance contracts (OPAC), andturbocharger cut-outs.

Is there any one area on which you willfocus in Germany in the near future?

Our German service stations are, andhave always been in the past, very customer focused. By streamlining ourprocesses, we anticipate becoming evenfaster and more efficient.

Read more in articles beginning on page 12 and page 20about how ABB Turbocharging helps end users reducetheir fuel consumption.

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Applications

Fueling the futureof the shipping industryLiquefied natural gas, or LNG, is destined to become a keymarine engine fuel in the future. Dual fuel engines are, in fact,already in strong demand today.

Text: Peter Zijdemans, Photography Energypicturesonline.com

Traditionally, merchant ships arefitted with diesel engines, mostof them running on heavy fueloil (HFO) rather than the more

costly marine diesel oil (MDO). The nextdecade, however, could see a remark-able change in the fuel being used onships.

Fuel represents roughly 60 – 70 % ofa ship’s operating costs. With the priceof HFO steadily rising in recent years andgiven the global economic downturn,shipowners have been forced to look for

ways to reduce fuel consumption. Mostlarge vessels are therefore currentlybeing operated in “slow steaming” mode,since lower speeds allow fuel consump-tion to be substantially reduced.

Besides higher prices there is anotherimportant factor that will play a role in the fuel used in the future for marineengines: the environment. The Interna-tional Maritime Organization, IMO, isimplementing several measures aimed at restricting the shipping industry’semissions. One is the Energy Efficiency

Design Index, or EEDI. Due to becomeeffective in 2013, the EEDI is an indica-tion of a ship’s CO2 output in relation toits value to society, with the CO2 emis-sions expressed in grams per ton of cargotransported one nautical mile. Otherupcoming measures, like the 0.1 % limitof sulfur content in fuel in Emission Control Areas (ECAs) in 2015, which isexpected to become global in 2020, andthe IMO Tier III limits on NOx in ECA’s in2016, will intensify the industry’s searchfor suitable solutions and alternatives.

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Applications

LNG tanker Tembek propelled by two MAN 6S70ME-C engines, each with two ABB TPL 77 turbochargers, arrives at the LNG terminal in Milford Haven, Wales.

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Applications

The case for LNG carriersAccording to a study by one of the

major classification societies (see boxbelow), one of the most likely alternativesto diesel engines burning liquid fuel oilwill be dual fuel engines running mainlyon LNG and changing over to fuel oil onlywhen required.

The trend toward dual fuel engines isevident already today in the activity weare seeing in LNG carrier development.Orders for these vessels are booming,and bucking the current trend in the othershipping segments. Although the propul-sion system on these types of vesselwere typically steam turbine based in thepast, most of the vessels on order at themoment are 4-stroke dual fuel electricdriven. The reasons are obvious: beingable to run on both diesel and gas, withhigher efficiency and lower emissions,combine to make this solution a veryattractive option for the future.

As a leading supplier of advanced turbocharging systems, ABB is constantly

As a leading supplier of advanced turbochargingsystems, ABB is developing solutions for the future,not only for dual fuel engines but also for enginesrunning on gas alone.

Schematic of ABB Turbocharging’s Power2 two stage turbocharging system. An intercooler allowsthe second turbocharger to be more compact.

Scenarios for LNG

The increasing importance ofLiquified Natural Gas, or LNG, as seen by the DNV* project “Shipping 2020”. A synopsis.

Text: DNV/Tiziana Ossola Auf der Maur

Photography Maersk

A valuable source of information onLNG for ABB Turbocharging is theDNV ‘Shipping 2020’ project. DNVdescribes its assignment thus: “Howcan we predict the deployment ofimportant emission-reduction andenergy-saving technologies in theworld fleet by 2020? In other words,which technology choices will theshipping community be faced with,and how do we think the same technologies will be adopted by theindustry?”

The project identified five key find-ings for the period leading up to 2020.

Finding 1:30 % of new buildings will be delivered with gas engines in 2020.

In their scenario considered mostlikely, DNV predicts a liquefied naturalgas (LNG) price that is 30 % lower thanthat of heavy fuel oil (HFO). In this scenario, DNV foresees that 1,000 newbuildings will be delivered with gasengines over the next nine years – equalto 10 – 15 % of the expected new build-ings. These vessels will have either a puregas engine or a dual fuel engine with theflexibility to run on liquid fuel as well. In2018 – 2020, about 30 % of new build-ings will be delivered with gas engines.

Finding 2:In 2020, demand for marine distillateswill be around 200 – 250 million tons.

The current global demand for marinedistillates is about 30 million tons annu-ally. In the DNV most likely scenario, the0.1 % limit in Emission Control Areas(ECA) will increase the demand to

around 45 million tons towards 2015.However, the big increase will be in2020, with the introduction of the globalsulfur limit. This will result in a hugeincrease in the need for distillates to200 — 250 million tons.

Finding 3: New buildings in 2020 will emit up to 30 % less CO2 than today’s ships,and the Energy Efficiency DesignIndex (EEDI) will be a driver for twothirds of this reduction.

In the DNV most likely scenario, envi-ronmentally efficient designs will gradu-ally improve throughout this decade anda new building contracted in 2020 will,depending on type, emit 10 – 30 % lessCO2 than a current but modern ship.The largest reduction will be on tank,bulk and container vessels.

EEDI will be an important driver, inparticular from 2020, when Phase 2 ofthe EEDI kicks in, requiring new ships tobe 20 % below the IMO reference lines.

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Applications

The trend toward dual fuel engines is evident already today in the activity we are seeing in LNGcarrier development.

developing solutions for the future, notonly for dual fuel engines but also forengines running on gas alone. ABB’s twostage turbocharging technology is thefirst system to be applied on series pro-duction gas engines. Two stage turbo -charging, launched by ABB as Power2,consists, as its name suggests, of twoturbocharging stages for a pressure ratioof up to 8 and more (see drawing p. 10).This enables engine builders to makegreater use of Miller timing, allowing low-er emissions and/or reduced fuel con-sumption.

ABB also has a large number of ordersand will be delivering turbochargers forthe dual fuel engines presently in use

on LNG carriers. The ABB solutions, inaddition to ensuring high efficiency forthese marine installations, have alreadyproven to be fully compliant with the IMOTier II requirements in numerous applica-tions.

LNG carriers have to comply withstrict regulations regarding their opera-tion and maintenance. The global ABBService network offers full-service capa-bilities in the close vicinity of many LNGterminals, including service concepts forthe easy and quick exchange of car-tridges to comply with these regulations.

Peter Zijdemans General ManagerEnd User Sales Projects

Finding 4:LNG becomes a cost-efficient optionfor vessels spending more than 30 %of their sailing time in ECAs.

When the 0.1% sulfur limit is enforcedin North America and Northern Europein 2015, about 40 % of the world fleetwill be affected. DNV predicts, in themost likely scenario, that large deep-seaships primarily transiting the ECA areasto get in and out of port will only beimpacted to some degree. However,smaller tankers and general cargo carriers

which may spend all their time in anECA will be significantly affected. Thethreshold for LNG being a cost-effectivecompliance option is when a vesselspends about a third of its sailing time inan ECA. An even lower LNG price canreduce this to 20 % of the time.

Finding 5:Scrubbers are not a significant optionbefore 2020.

DNV predicts that scrubbers will havelimited uptake – around two hundred

installations per year only – until theglobal sulfur limit is enforced in 2020.The main reason for this is that a lowLNG price compared to HFO favorsinvesting in gas engines rather thanin scrubbers, and that there is a limit-ed proportion of the global fleetwhich spends enough time in ECAsto justify a costly system to be retro-fitted.

The more favorable the price ofLNG is, relative to HFO, the fewervessels will be delivered with scrub-bers.

After 2020, when the global sulfurlimit comes into force, the picture will change: ships will be required torun on low sulfur fuel or clean theexhaust all the time. Scrubbers maythen potentially be fitted to severalthousand ships.

*DNV is a global provider of services for manag-ing risk, helping customers to safely andresponsibly improve their business perform-ance. DNV’s core competition is to identify,assess and advise on risk management. DNVis an independent foundation with presence inmore than 100 countries.

LNG tanker with three Wärtsilä 12V50DF engines, each with two TPL 73-A turbochargers, plus oneWärtsilä 6L50DF engine with one TPL 73-A.

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Technology

Reducing complexity to optimizeefficiencyHigh Pressure Tuning offers ship operators a new option forimproving engine performance and reducing fuel consumption without additional equipment and for a minimum investment.

Text: Peter Neuenschwander, Klaus Fußstetter, Photography iStockphoto (page 13), Michael Reinhard (page 15)

The majority of today’s merchantvessels are being operated atlow speeds in order to reducetransportation costs and adjust

to the change in freight capacities. Totake account of the new circumstances,efforts are being directed at achieving a favorable performance for 2-stroke

engines over a wider range. Turbochargercut-out, part load optimized turbo-chargers with or without an exhaust gasbypass and turbochargers with a vari-able turbine geometry (VTG) have beenthe main options open to shipowners.Now this list can be extended to includeHigh Pressure Tuning (HPT).

By combining a higher scavenging airpressure with adjustable exhaust gasvalves, High Pressure Tuning makes itpossible for engine performance to beoptimized over a wide range. The fuelsaving potential of this exciting newoption has meanwhile been confirmed byengine tests.

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Technology

ABB Turbocharging supports merchant vessel operators with their fuel saving efforts.

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Technology

Well-known theory – tough realitiesThermodynamic relationships deter-

mine that the efficiency of a diesel enginerises when the maximum cylinder pres-sure, the engine compression ratio or theair to fuel ratio is increased. Thus, effi-ciency optimized engines should theoret-ically operate over the whole operatingrange at the maximum design cylinderpressure with highest air to fuel ratios. Inpractice, however, the maximum cylinderpressure and the air to fuel ratio are sig-nificantly lower at lower engine powers.At the same time, emissions legislation islimiting the potential for improvement.

Established solutions – additional installations

Various methods are available todayfor enhancing the maximum cylinder pres-sure and the air to fuel ratio over the oper-ating range. One of the most effectivemeasures available for improving part loadperformance and maintaining standard fullload performance involves cutting out oneof the engine’s turbochargers in a multi-turbocharger arrangement (see p. 20).

Additionally, exhaust gas bypasses orvariable turbine geometry (VTG) featuringa movable nozzle ring can be used toimprove fuel efficiency up to 70 % of thespecified maximum rating, although witha somewhat higher fuel consumption athigher engine loads.

State of the art – optimized timingControllable exhaust gas bypasses

and VTG turbochargers were initiallyintroduced for engine part load optimiza-tion and to protect the engine fromexcessive cylinder peak pressures athigh engine loads.

Modern electronically controlled engineshave no need for external measures tolimit the maximum cylinder pressure. Theexhaust valves and the injection timingare actuated flexibly according to theneeds of the engine process. The timingof the opening and closing of theexhaust gas valve is used to adjust thecylinder scavenging process and to con-trol the amount of trapped air and thecompression end pressure before injec-tion starts. The inherent variability pro-vided by the engine’s control software isa benefit for optimum engine perform-ance at part load, and additional externalinstallations are not necessary. However,to take full advantage of this potential,modern state-of-the-art turbochargersoffering high efficiencies and pressureratios, such as the new ABB A100-L turbochargers, are needed.

High Pressure Tuningraises engine fuel efficiency to the levelachieved with exhaustgas bypasses and variable turbine geometry(VTG) without extraequipment.

0 20 40 60 80

Engine power

Bra

ke s

pec

ific

fuel

con

sum

ptio

n

[% MCR]

1, 4

3

2

1

2

3

4

1 Full load

2 Part load

3 High Pressure Tuning

(exhaust gas bypass / VTG)

4 TC cut-out 1/4

Basic impact of optimization strategies on brake specific fuel consumption over engine power, minordifferences in fuel consumption neglected.

Basic impact of optimization strategies

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Technology

State-of-the-art turbochargers –advantages

One of the key factors in the optimiza-tion of the part load performance of theengine is the turbocharger’s performance.High turbocharging efficiency is crucialfor ensuring sufficient scavenging, par-ticularly at part load. An increased airreceiver pressure and a higher air to fuelratio results in a reduction in the enginefuel oil consumption and lower combus-tion component temperatures.

Equally, the exhaust gas bypass sys-tem or variable turbocharger can beomitted and a higher turbocharger pres-sure ratio utilized instead.

By using A100-L turbochargers incombination with adjustable exhaust gasvalves on the main engine, part load fuelconsumption can be reduced to the lowlevel achieved with an exhaust gas bypassor with variable turbochargers, and withsimilar values at higher engine loads.

Reduced investments – similar benefits

Merchant vessels are being operatedtoday for most of the time at a low oreven very low speed, requiring enginepower in the range of 20 % – 50 % of the maximum contracted engine rating.Considering this, adjusting the exhaustvalve timing in combination with thehigher pressure of the turbochargerswhile saving the cost of an exhaust gasbypass or a variable geometry turbo -charger is one of the most economicalways to operate marine engines. It istherefore not without reason that thecombination of High Pressure Tuning andthe A100-L is being looked upon by theindustry as the “fuel saver” for optimumoperation in marine applications, todayand in the future.

A100-L turbochargers in combination with adjustable exhaust gas valves on the main engine allow part load fuel consumption as low as with an exhaustgas bypass or with variable turbochargers, while also offering similar values at higher engine loads.

Klaus FußstetterManager, Sales andApplication Engineering,Marine

Peter NeuenschwanderHead of Engineering Product Line, Large Turbochargers

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Technology

Fighting turbine blade wearCoating turbine blades to protect them against wear is today an option recommended by ABB, and a result of the company’sContinuous Product Improvement (CPI) process.Text: Shailesh Shirsekar, Photography ABB Turbo Systems Ltd

The problemOn engines burning low grade heavy

fuel oil (HFO), layers of fouling build up in the turbocharger’s turbine stage,especially on the turbine diffuser, due tothe temperatures and chemical compo-sition of the hot exhaust gases. The con-tamination layer tends to be hard andabrasive and the tips of the turbineblades, rotating at high speed, rubagainst this layer, causing them to wear.Due to this wear, the clearance betweenthe blade tips and the turbine diffuser is increased, resulting in a drop in turbineefficiency and, ultimately, reduced engineperformance.

Tips of the turbine blades … … fouling.HFO builds up layers of fouling.

The turbocharger’s turbine

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Technology

C

z

Influences on tip wear.

Shailesh ShirsekarClaims ManagerTechnical Service

The analysisThe following parameters influence tip

wear during rubbing:– Speed of intrusion z– Blade tip speed c – Melting temperature, hardness and other

material properties of rubbing parts– Geometry of rubbing parts

Tests have shown that only six of thehard tipped blades need to be fitted, inpairs at 120 ° intervals around the turbinewheel. The effect of this even spacing isthat the hard HFO fouling is scrapedaway, clearing a path for the standardblades and minimizing contact with theabrasive residues.

The resultA systematic investigation and evalu-

ation of available technologies for bladetip protection was carried out in the testlab at ABB Switzerland. In total, 11 differ-ent turbine blade tip coatings were test-ed on a special test rig with regard towear rate at two different speeds andincursion rates. Analysis of the testresults revealed that the best results interms of reduced blade tip wear wereachieved with the cBN-coatings, the so-called “dragon’s teeth”.

The “dragon’s teeth” were introducedin 2008 and are meanwhile performingsuccessfully, with very good results, inmany applications in the field. By pro-tecting the standard blades from wear,the “dragon’s teeth” help to maintain turbocharger performance at the samehigh level for a longer time.

CPIs improve the company’s products. More about the CPI process on page 18.

Blades with coated tips.

Tests have shown thatonly six of the hardtipped blades need to be fitted.

“Dragon’s teeth”

“Dragon’s teeth” are available as an option for new turbochargers. The hard tip solution is also offeredfor ABB Turbocharging’s TPL-A and TPL-C turbochargers on enginesoperating with HFO.

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Technology

Turbocharger whisperersContinuous Product Improvement, or CPI, provides ABB Turbocharging with one of its strongest tools for effectively improving the company’s products. Text: Andreas Matysiak, Photography ABB Turbo Systems Ltd

In the turbocharger business, a profes-sional and fast response to customers’requests is just one part of the confi-dence-building equation. A key role is

also played by competent answering, byexperts, of questions as to the root causeof a failure and the actions being taken toprevent similar failures from occurring inthe future. Experience shows that the ABBService staff on site may not always havethe background information to answer

such questions exhaustively. This is wherethe Technical Service Department of ABBTurbo Systems in Switzerland, the manu-facturer, comes in. Set up to supportABB’s activities in the field, the depart-ment acts as the “connector” between theturbocharger manufacturer and the fieldservice. It is here that all the informationconcerning failures in the field comestogether and is collected, filtered, sortedand converted into easily digestible (and

sometimes not so easily digestible) data.Many of the questions can be answereddirectly, based on the team’s extensiveexperience and without triggering furtheraction, while others are forwarded inter-nally to the Technical Department foranalysis.

It has been recognized for some yearsthat a control mechanism which trackedthe data and activities as they passedthrough and between the departments

ABB’s blade coating technology – the result of a CPI process.

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News

People

Arne Brand Switzerland. On August 1, 2012,Arne Brand succeeded Joachim Bremer as General Manager BusinessDevelopment and Cooperation (ZVB).

Herbert Mueller Switzerland. Herbert Mueller hasbeen appointed General ManagerEnd User Sales, effective August 1,2012.

Sudhir Jakate Switzerland. Sudhir Jakate will suc-ceed Herbert as General ManagerService operations (ZVS-3), headingthe BU operations and assuming therole of Global Process SpecialistOperations.

Claus Dorfner Switzerland. Claus Dorfner will take over from Sudhir as ManagerBU Network Support.

Meryam Irizi Morocco. Meryam Irizi has beenappointed LBU Manager Turbochargingwithin the Process Automation Divisionin Morocco.

Larbi Bouirdi Morocco. Meryam succeeds LarbiBouirdi, who has been promoted tothe CSO function in Agadir, Morocco.

John Smyrneos Greece. John Smyrneos has beenappointed LBU Manager TurbochargingGreece. He will be responsible for theservice business in Greece & Cyprus.

John Kokotos Greece. John Kokotos has beenappointed Local Division ManagerProcess Automation for ABB inGreece and Cyprus.

would bring major benefits. However, nosuch mechanism had been available inthe past. Sustainable solutions weredeveloped on the basis of available per-sonnel capacity and initiated sometimessooner, sometimes later. Occasionally,the proposed action never made it pastthe development stage.

Harmless or critical?Against this background, it was decided

several years ago to develop an efficientand dedicated process to deal with andsolve problems in a systematic way, andthat this process should also provideabsolute transparency. The result was theintroduction of the so-called ContinuousProduct Improvement, or CPI, process,now established as one of ABB Turbo -charging’s strongest tools for continu-ously and effectively improving the com-pany’s products. Since its introduction,CPI can already book a number of impor-tant successes, including the so-called“dragon’s teeth” (see article on page 16).

A CPI project is usually started whererepeated problems exhibiting similar fail-ure modes are noticed in the field andturbochargers are part of the set-up.However, there is still some room tomaneuver in decision-making. Problemsclassified as harmless by one specialistmight be regarded as critical by another.Someone then has to decide if and whena CPI project is to be started. But who?

In the initial stage of the decision-making process, it is important that thedecision for or against a CPI project isnot made by one person alone. A pre-selection process is necessary. TheTechnical Service Department thereforeholds frequent team meetings duringwhich all failures are discussed briefly bythe experts and it is decided whatactions, if any, are to be taken. In theevent that a failure is classified as beingCPI-relevant, representatives of differentdepartments (Technical Department,Application Department, etc.) are invitedto a kickoff meeting, where it is jointlydecided if an improvement is required ornot. If the members of the TechnicalDepartment see the necessity for a prod-uct improvement, it is also possible thata kickoff meeting will be independentlyinitiated by that department. The factthat, basically, everyone can raise hishand and request an improvement,reduces the likelihood of problems notbeing recognized at all or that a CPI isstarted too late.

Objective discussionWhenever it is decided that a CPI

project is necessary, specialists from different departments are recruited towork in a team to solve the recognizedproblem. This work in project teams isbeneficial since it ensures that responsi-bilities are closely defined and thatresources are used in the most efficientway. Moreover, it creates a sense of teamidentification with the problem, so thatevery member feels responsible for work-ing out a solution to the problem, withpassion and the right sense of urgency.

The course of events within a CPIproject is strictly defined. This makes iteasier to identify the current project sta-tus at any given time and allows thedirection to be corrected if necessary.

Depending on the complexity of thetask, a CPI project can last from a fewweeks to one year. Regardless of theduration, it is very important for the cus-tomer to be informed periodically aboutthe current project status. Experiencehas shown that discussions with cus-tomers benefit when they are informed,objectively and in detail, about the cur-rent project status. Informed customersfeel involved. And they can rest safe inthe knowledge that ABB is taking care ofthe problem, professionally and in theirbest interests.

Andreas MatysiakClaims ManagerTechnical Service

Depending on the com-plexity of the task, a CPIproject can last from afew weeks to one year.

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Tips for the operator

Slow steaming and turbocharger cut-outWhen vessels with 2-stroke engines are run in “slow steaming”mode, turbocharger cut-outs are a very viable option for furtheroptimizing fuel consumption and improving part load operation.

Text: Rolf Baechi

One of the major challengesglobal shipping has to con-tend with is the price of fuel,which has increased by a

factor of 7 in recent years. The mosteffective option for reducing fuel costs isto reduce vessel speed and subsequentlyrun the main engine at reduced loads fora longer period of time. Slowing thespeed of, for example, a large containervessel by 20 % can result in a fuel savingof up to 50 %. Many shipowners aretherefore operating their vessels in thisso-called “slow steaming” mode andthereby reducing their fuel costs consid-erably.

There is an additional method thatcan be used during slow steaming to further optimize fuel consumption andimprove part load operation of a 2-strokeengine with two or more turbochargers,and that is to “cut out” one of the turbo -chargers. Many shipowners have eitheralready installed such systems or are inthe process of doing so for the additionalbenefits and further cost saving thisoffers.

Exhaust gas receiver

Main engine

Shaft motorgenerator

Turbochargers

Exhaust gasboiler

Steam for heating services

Example of a cut-out arrangement (principle drawing).

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Tips for the operator

Basically, two methods can be usedfor ABB turbocharger cut-outs:1. The so-called “fixed cut-out”, in which

the rotating and bearing parts areremoved and the gas, air and oil linesare disconnected where applicable.

2. The so-called “flexible cut-out”. Here,no parts are removed from the turbo -charger and flexible valves areinstalled in the gas and air lines. Asthe oil line to the turbocharger is notdisconnected, external sealing air isneeded, making modifications neces-sary.

Note: To prevent costly damage, it isstrongly recommended that the fol-lowing turbocharger work is carriedout exclusively by an authorized ABBTurbocharging Service Station.– Fixed cut-out: Removal of rotating

and bearing parts from ABB turbo -chargers, as well as their proper con-servation and safe storage.

– Flexible cut-out: Modification of theaffected turbo charger, for examplerequiring external sealing air withsealing kits.

Recommended procedurefor customers

1. Contact the engine builder:– Ask for detailed instructions on

“slow steaming” and turbochargercut-out operation for your particularengine and turbocharger. Theseshould be strictly adhered to.

– Ask which one of the 2, 3 or 4 mainengine turbochargers should be cutout.

– Consider also the emissionsrequirements of the InternationalMarine Organisation (IMO), includ-ing the above mentioned EIAPPCertificate.

2. Contact your local ABB TurbochargingService Station:– Ask for a quote, supplying the ves-

sel’s name and turbocharger serialnumber (e.g. HT number).

– Fix the time, date and place whereABB is to perform its part of thecut-out procedure for the mainengine turbocharger, as recom-mended by the engine builder.

In either case, the turbocharger cut-out restricts engine operation at higherloads, requiring engine modifications. Inaddition, the Engine International Air Pol-lution Prevention (EIAPP) Certificate forIMO engines needs to be updated; here,the shipowner has to work closely withthe engine builder and the ClassificationSociety.

ABB does not design or supply blank-ing devices for permanent use. Exhaustgas and charge air receivers are pressur-ized reservoirs and as such are subjectto specific regulations. Kindly contactthe engine builder for advice in connec-tion with this.

Please contact anauthorized ABB Turbo-charging Service Stationwhenever consideringturbocharger cut-outs.

Example of an upgrade kit for the sealing air supply.

Rolf BaechiClaims ManagerTechnical Service

22 ABB charge! 2|12

Recipe

Not just for “old salts”Once the “meal of choice” for really tough sailors and seamen,Labskaus is a culinary speciality that has survived through thecenturies to become a modern classic in restaurants throughoutHamburg. Here comes international recipe No 5.

Text Tiziana Ossola Auf der Maur, Photography Pixelio

On the great ships of old, Labskaus was perfect: agood, solid stew that gavesustenance and had enough

different ingredients to excite the tastebuds of the hardiest “old salt”. The ship’scook used whatever he could find onboard: cured meat, potatoes, beetroot,onions, pickled herring and eggs – livechickens, after all, were often keptaboard ship. The consistency of Lab-skaus meant that it could also be eatenand enjoyed by crew members unfortu-nate enough to be toothless due to thelack of on-board hygiene or a commonseamen’s disease – scurvy.

While the Hanseatic states like toclaim the origins of Labskaus for them-selves, it is more likely that seamenbrought the recipe home with them fromoverseas. One of the many possibilities isthat the name derived from the English“lobs-cou(r)se”, in today’s lingo, “a mealfor tough guys”.

Today, though, this dish, once eatenmainly by the poor, has become a “feel-good” speciality. Available in manyvariations, it is eaten with relish fromHamburg to Liverpool and from Oslo toCopenhagen.

Labskaus (for 6 people)For the stock:1.5 l waterSome sea salt2 bay leaves1 clove2 sprigs of thyme4 grains of allspiceSome mustard seedsSome black peppercorns

700 g corned beef800 g mealy potatoes400 g beetroot (blanched and peeled)2 large onions 100 g gherkins (USA: pickles)6 fillets of soused herringSome lettuce leaves2 TS lardSome sea-salt, mixed peppers,

ground nutmeg6 eggs

Preparation– Add the sea-salt, bay leaves, clove,

allspice, some mustard seeds, blackpeppercorns and thyme to the waterand bring to the boil.

– Place the corned beef in the boilingwater and cook for 3 to 4 hours untilreally soft.

– Pass the stock through a cloth.– Peel potatoes and blanch beetroot.– Add potatoes and beetroot to stock

and boil lightly until potatoes are soft. – Meanwhile peel onions and cut into

cubes, then glaze in the lard. Addsome beef stock and mince togetherwith the beef and gherkins.

– Mash potatoes and beetroot togetherand mix with the minced beef. Seasonwith approx. 200 ml beef stock, sea-salt, mixed peppers and ground nut-meg.

– Arrange Labskaus on plates. Fry theeggs and place on top. Garnish withherrings, salad and gherkins.

And now – enjoy!

Recipe provided by Dennis BiesterChef, Restaurant Lutter & Wegner Hamburg, am Fischmarkt

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Acknowledgments

Published byABB Turbo Systems Ltd

AddressP.O. BoxCH-5401 Baden/SwitzerlandPhone: +41 58 585 7777Fax: +41 58 585 5144www.abb.com/turbocharginge-mail: charge@ch.abb.com

EditorsValentin BregyTiziana Ossola Auf der Maur

TranslationMalcolm Summers

PhotosABB Turbo Systems LtdValentin BregyFrank EberhardiStockphotoMaerskPixelioMichael Reinhard

Cover photo: Corbis

PrinterDietschi AG Druck & Medien, Olten /Switzerland

Layout, typography, electronic publishingDomino Style & Type AG, Gebenstorf /Switzerland

Reprints require the publisher’s written consent.

© 2012 ABB Turbo Systems Ltd, Baden /SwitzerlandAll rights reserved

CIMAC 2013

Please note that the CIMAC Congress in Shanghai is being heldfrom May 13th to May 16th 2013.See you there!

Don’t take chances. Make sure you always use Original Parts and Original Service.

Original Parts from ABB Turbocharging are made to the same high specifications as thecomponents of new ABB turbochargers. Original Service from ABB Turbocharging iscarried out by our highly qualified, in-house trained technicians – naturally using onlyOriginal Parts. For the end-user, this potent combination translates into minimized fuelconsumption, maximized availability, optimized emissions and a revitalized engineafter every maintenance, overhaul or repair event. www.abb.com/turbocharging