1|12The customer magazine

of ABB TurbochargingSwitzerlandcharge!

Powered to perfection 4Aboard an AIDA cruiseDiesel-electric on the rails 14ABB turbochargers for cleaner, more efficient locos Cogeneration aids regeneration 16 Brittany improves water quality and energy balance

Performing to perfection

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From the editor

charge! 1|12

Jonathan WalkerEditorABB Turbo Systems Ltd

The ABB group is a global leader in powerand automation, with a strong role in thetransmission and distribution of electricity.In this issue of charge! we illustrate howABB Turbocharging complements theseactivities with its vital role in the efficientproduction of electricity in power andcogeneration plants. Indeed, the themeof this issue is the unusual and avant-garde power plants using diesel and gasengines with ABB turbochargers.

It may be a surprise to learn that mostdiesel locomotives represent a mobilepower or even cogeneration plant; thatcruise ships have floating power stationsfor both their propulsion and all the needsof their passengers; or that sewageworks and waste disposal sites are oftenalso producers of heat for processes or buildings and power for the grid. Infact, as you can read in this issue, ABBturbochargers are involved in pioneeringthe use of renewable fuels in high effi-ciency power plants with virtually zerocarbon footprints.

ABB Turbocharging’s part in these appli-cations is clear: ever since their inven-tion, turbochargers have improved thefuel efficiency, power output and exhaustgas emissions of internal combustionengines. Using the energy in the engine’sexhaust gases to supply additional com-bustion air, a source of energy that wouldotherwise be wasted increases enginepower by a massive 300 %, reduces fuelconsumption and carbon dioxide emis-sions by over 10 %, and keeps harmfulemissions to a minimum.

Even after 100 years of developmentthere is still huge potential to take theseimprovements further. Our latest highpressure, high efficiency single stage turbochargers and, above all, our Power2two stage turbocharging systems areenabling our customers to comply withcommitments on emissions, counter risingfuel prices with improved fuel efficiency,and further raise productivity by improv-ing the ratio of engine power to engineweight and size.

Still cruisin’Enabling smooth, clean propulsion and a luxury lifestyle.04 AIDAmar

A detailed look at a famous operator’s latest club ship.11

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Contents

Unusual power generation 4 Powered to perfection

Aboard an AIDA cruise11 AIDAmar

Floating hotel and floating power station14 Diesel-electric on the rails

ABB turbochargers for cleaner, more efficient locos16 Cogeneration aids regeneration

Brittany improves water quality and energy balance

Service in action 9 Servicing the ultimate service industry

ABB maintains carefree cruising

News19 People, products, records

Tips for the operator20 Original Parts and Original Service

The best way to best performance

Recipe22 AIDA appetizer

Pasta and prawns from the cruising cookbook

GéotexiaSustainable heat and power from the mostunusual source. 16Rail traction

ABB turbochargers target allround improvements.14

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Marine power

Powered toperfection 2200 passengers enjoy a Canary Islands dream cruise aboardthe AIDAsol, unaware of the part four diesel generators play inthe success of the voyage. Onboard comfort depends heavilyon generator power, as this report shows. Text: Tiziana Ossola Auf der Maur, Photography Sergio Villalba Morales, AIDA

The cruise voyage on the AIDAsol is fully booked. Asteady stream of passengers,2200 in all, arrive on a Satur-

day afternoon in March in the port ofSanta Cruz de Tenerife. Check-in goessmoothly and there are no queues. Holi-day excitement is palpable. AIDAsol isdue to sail at 23:00 hours.

On Deck 5 a long white carpet invitespassengers to enter the fascinating worldinside the imposing ship. Getting yourbearings is an early priority: Which way isthe bow, which way is the stern? Whereare the restaurants? Some passengers

are already enjoying coffee and cakes as they take in the view of Santa Cruz;others take advantage of the afternoonsun on the wind-shielded sundecks.

Even before the ship sets sail, guestsare able to make full use of this floatingresort’s facilities: bars and restaurants,

Even before the ship sets sail, all the hotel facilitiesare fully functional. That requires power.

the spa area, lifts, air-conditioning, thehospital – everything is fully functional.And so are the more mundane, but nec-essary facilities working behind thescenes, like the laundry, the water treatment plant and waste managementsystem.

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Marine power

Rooms with a view – more than 450 cabins have balconies.

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Marine power

The technical heart of the ship All of these need power. On the lowest

decks, towards the back of the ship, arefour diesel generators, each fitted withan ABB turbocharger (see interview onpage 9). This is where all the power forthe guest facilities and the ship’s propul-sion is generated. Right now, with theship still tied up in the port, just one unitis running, and only at about half power.Chief Engineer Eduard Porringa andSenior Engineer Björn Tams monitor thegenerator’s operation from their officeson Deck 3. Eight percent of the power is for the air-conditioning alone, theyexplain. The generator also provides thebase-load power for the lights, motorsand pumps on board that are not yet inoperation.

Club versus luxury hotel Exciting “Club Resorts”, rather than

the same old cruise voyages with mostlyolder guests expecting formal dressevents and traditional dining arrange-ments – this was the concept with whichAIDA Cruises shook up the cruise tourist

Chief Engineer Eduard Porringa explains: at present only one of the four diesel generator sets is running.

Should one engine room fail completely, the secondcan provide the ship with all the power it needs. Not a single facility would lack power, notes ChiefEngineer Poringa.

industry in 1996. The aim was to getthose 25- to 40-year-olds onto cruiseships who had until then not consideredthem as an attractive holiday option. Theidea was a success. AIDA passengersare today, across the whole fleet, onaverage 42 years old. To meet demand,

the fleet is continually growing. May 2012and May 2013 will see the ninth andtenth AIDA ship enter service. ABB Turbo-charging has partnered AIDA Cruises fromthe beginning. Every one of the dieselgenerators on the AIDA cruise ships issupercharged with an ABB turbocharger.

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Marine power

During the shows, whenthe galleys are also in operation, powerdemand jumps by about500 kilowatts to around4.8 megawatts.

Open deck 12 with its stage and pool.

Evening departures and morning arrivals ensure sustained excitement.

Professional entertainers bring glamor and thrills to every evening.

The holiday heart of the ship When it comes to leisure activities,

AIDAsol’s passengers are spoilt for choice:seven eating places, including an onboardGerman brewery and celebrated gourmetrestaurant; 13 bars; 3D and 4D cinemas;a fitness studio, casino and disco; excur-sions; in fact, something for everyone.

And then there is the entertainmentprogram: professional shows bring glamorand thrills every evening to the Theatrium,where hundreds of spectators on threedecks can watch trapeze artists flythrough the air as they perform breath-taking acrobatic acts, all without a safetynet.

The Theatrium is in fact the heart ofthe ship for passengers. The stage equip-ment, especially the lighting, requires alot of electrical power, says Senior Engi-neer Tams. During the shows, when thegalleys are also in operation, the powerdemand jumps by about 500 kilowatts to around 4.8 megawatts. The diesel-generator ramps up enough extra powerto meet the increased demand.

The base-load power supply on thisfloating mini-city is complex. All systems– like the heating, the ship’s propulsion,or the waste food dryer – are installed in confined spaces. The same is true ofthe power generation system. While themajority of this equipment goes unno-ticed by the passengers, it all has to be in perfect running order and totallydependable. The 24-hour illumination ofall public spaces and corridors is a casein point. Senior Engineer Tams notes thathundreds of crew members work inareas where there is no daylight, adding“We have to guarantee enough light inthese sectors. Anything you could possi-bly trip over has to be easy to see.”

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Marine power

AIDAsol in the harbor at Santa Cruz de Tenerife. In the background the iconic Auditorio de Tenerife by Santiago Calatrava.

Let the fun start It is nearly 23:00 hours, and on Deck

12 the party is already in full swing. Cap-tain Volker Baumgart announces fromthe bridge that AIDAsol is about to setsail. Enya’s song, “Sail away”, is playingas the ship gets under way. The firstdiesel-generator increases its power out-put and the second unit comes on line.Their job now is to supply the ship’s elec-tric propulsion motors with all the powerthey need to pick up speed. Some twentyminutes after setting sail the AIDAsol isheading towards Madeira at fourteenknots (approx. 26 km/h). The two gener-ators in operation are running at 80 % ofrated power, which is where they aremost efficient. By designing them to runat a rating between 77 and 83 % of theirmaximum, fuel consumption is generallykept as low as possible (about 1300liters of HFO per hour and generator).

A ship designed to “help itself”The two other identical diesel genera-

tors do not normally come on stream. Atleast Senior Engineer Tams has neverknown them to. “A possible scenariocould be that a medical emergency onboard would make it necessary for us to get the patient to the next port as fastas possible, and we would have toincrease our speed. It’s more likely,though, that in such a case the patientwould be taken to hospital by helicop-ter.” Having four identical engines, twoeach in two rooms, maximizes safety. Inan emergency, the ship is designed to‘help itself’. Should one engine room failcompletely, the second can provide theship with all the power it needs. Not asingle facility would lose power, notesChief Engineer Poringa. And the back-upis also useful whenever engine or gener-ator maintenance becomes necessary.

Contrasted with the overall size of theship, the diesel generators are like smallbatteries. “When all four units are run-ning at their rated output, the total powerproduced, 36 megawatts, is enough tokeep a town with a population of 25,000supplied with electricity,” says Tams,illustrating the enormous potential of theinstalled diesel generators. In reality,though, the total output is around 14.1megawatts, one third for the hotel facili-ties and two thirds for the ship’s propul-sion.

In a passenger announcement, thecaptain reveals that for the first night out on the Atlantic waves between twoand three meters high are expected,something a ship the size of AIDAsol(252 meters long with a beam of 32.2meters) handles with ease; passengersnotice almost nothing thanks to the ves-sel’s stabilizers. The next morning, Tamsexplains how the engines performedthrough the night: the generators had towork “just a bit more” than when the seais flat and calm, he says. Another reasonfor the extra output was the head wind,which blew at an angle of 30 degrees onthe starboard side of the ship. Unsurpris-ingly for the ship’s personnel, because ofthe weather there was practically no-oneto be seen on the public decks duringthe night. The passengers preferred thecomfort of their cabins instead. Besidesthe demands it makes on the generators,a rough sea obviously demands someconsideration from the passengers, too.

With the ship still tied up in the harbor one generatoris running, and only at about half power. Eight percent of it is for just the air-conditioning.

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Marine power

Servicing for the ultimate service industry To ensure that the ABB turbochargers aboard AIDA clubships always give satisfaction and passengers enjoy a carefree existence, Frank Leskow, head of end user sales at ABB Turbocharging’s local business unit in Germanymanages a team of highly trained service technicians. In various capacities, he has been working with AIDA for 14 years.

Text: Tiziana Ossola Auf der Maur, Photography Nicole Lerrahn, Tiziana Ossola Auf der Maur

Jens Kohlmann (left), Superintendent Machinery AIDA Cruises and Frank Leskow, Head of End User Sales Turbocharging Germany, ABB Automation GmbH.

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Marine power

Frank, can you first give us a fewfacts. For example, can you tell methe type and number of turbochargersand diesel generators you have onboard AIDAsol?

The ship has four medium-speed 4-stroke diesel engines. The engines werebuilt in Germany and each is equippedwith an ABB turbocharger of type TPL76-C34. From the fleet’s fourth vessel, theAIDAdiva, all AIDA ships have had thesame basic engine configuration.

What in your view are the main turbo-charger challenges involved in thistype of innovative cruise ship project?

They follow the cruise companies’desire for low total emissions. Besideshaving to satisfy IMO stipulations regard-ing NOx emissions and visible smoke, itgoes without saying that cruise passen-gers do not want to walk around thedecks in a cloud of smoke. Turbochargershave a direct influence in this area, so a lot is expected of those fitted in AIDA ships. For instance, a high turbo -

charger pressure ratio guarantees thatthe fuel is burned cleanly, meaning theamount of particulates in the exhaustgases will be minimized. What’s more, a good supply of cooled charge airkeeps combustion temperatures lower,which is a precondition for favorable NOx

emissions

How would you describe the technicaldevelopment of exhaust gas turbo -charging in the time between the firstand what will be the tenth AIDA cruiseship – the AIDAstella – when it is readyin 2013?

The development we have seen in turbocharging during this period is enor-mous. For instance, the AIDAvita (shipno. 2) had ABB TPL 69-A30 and TPL 73-A30 turbochargers on its engines. Themaximum pressure ratio is 4.5.

From ship no. 4 onwards – theAIDAdiva – the engines were fitted withABB TPL 76-C34 turbochargers whichachieve pressure ratios up to 5.2. That’san improvement of around 15 %.

The result is better combustion, andwith it lower emissions. The TPL-C there-fore represented a logical further devel-opment. Increasing turbocharger pres-sure ratio and efficiency required a num-ber of technical innovations. Develop-ment work will continue to target higherpressure ratios. The introduction of IMOTier II regulations this year is driving thedemands being made on the enginebuilders even higher. ABB already has asuitable product, the A100 turbochargerwith pressure ratios up to 5.8.

The next step will, of course, be Power2 two stage turbocharging, whichpresently achieves pressure ratios of 8and above. After all, IMO Tier III is alreadyin the pipeline. It is scheduled for 2016and specifies the equivalent of an emis-sions quantum leap in certain vessel oper-ating contexts, namely 80 % lower NOx

levels when ships enter coastal waters.ABB Turbocharging has a developmentstrategy in place that will ensure our com-pany is able and equipped to meet all thedemands being made by the market.

To date, every AIDA ship has featured ABB turbochargers.

Turbocharger development has been enormous between the launch of theAIDAcara in 1996 and the AIDAmar in 2012.

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Marine power

AIDAmar – the latest floating hotel with floatingpower station Among the wide range of vessels powered by engines using ABB turbochargers, luxury cruise ships are among the most interesting – technically and socially!

Text: Jonathan Walker and Peter Pospiech, Photography Meyer Werft

AIDAmar negotiates one of the narrow sluice gates on its way to the North Sea.

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Marine power

At regular intervals, a town of35,000 souls on the RiverEms in Northern Germanymakes national and interna-

tional headlines. Although over 110 kilo-meters (70 miles) from the North Sea,picturesque Papenburg in the Germanstate of Lower Saxony is home to one ofthe most important builders of cruiseships in the world. And when one of thefloating hotels built at the Meyer Werftshipyard is ready for its sea trials andhandover to the customer, newspaperand television journalists are there to witness the ship sail through the NorthGerman Plain – a spectacle as incongru-ous as it is dramatic to an uninitiatedobserver.

From the shipyard to the open sea,extremely precise maneuvering of theocean giant is necessary both to get itout of the shipyard and facing in the rightdirection in the Ems, and then to thread it

through lock gates hardly wider than itsbeam. In the past 25 years, a total of 33luxury cruise liners ordered by customersfrom all over the world have undertakenthis voyage. The 33rd was the AIDAmar,on its way to its naming ceremony, inMay 2012 in Hamburg, Germany.

Number 9 AIDAmar is the ninth ship built in

Papenburg for Rostock based AIDACruises, which specialises in the “clubship” concept of activity cruising. All nineAIDA ships feature engines with turbo -chargers from the ABB Turbochargingworks in Baden, Switzerland. Specifically,AIDAmar is the sixth in a series of almostidentical sister vessels built for Aida byMeyer Werft – like its immediate prede-cessor AIDAsol, delivered in 2011,AIDAmar is a slightly enlarged version ofthe 2004 AIDAdiva, featuring an additionaldeck for especially luxurious spa-cabins.

With a gross register tonnage of71,300, overall length of 252 meters,beam dimension (width) of 32.20 m anda total of 15 decks, AIDAmar has 1097cabins for 2194 passengers. Of these 18are luxury suites with areas from 24 to 87square meters. In total, 453 of the cabinseven have balconies.

Variable loads Meeting the needs of almost 2200

passengers intent on having a good time– as well as a crew of 607 – requires alarge but highly variable supply of electri-cal power. For example, in the eveningdemand peaks as meals are cooked andeaten in brightly lit dining rooms, bars,ballrooms cinemas and theater and casi-nos come into use. While all this is hap-pening the ship can be sailing at speedsof over 25 knots to reach its next tourdestination by morning.

Founded in 1795, the Meyer Werft in Papen-burg is a family businesscurrently owned by thesixth generation. It hasspecialized in cruiseships and other specialtypes since the 1980sand is constructed as afully covered-in “shipfactory”.

Unmistakable – AIDA ships are the smiling face of the cruise industry.

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Marine power

The power stationTo meet the needs for mechanical

power at the propellers and all the elec-trical consumers associated with a heatedor air conditioned luxury hotel, moderncruise ships are built around a floatingpower station driven by a number ofmedium speed diesel engines.

This description is absolutely appro-priate – the AIDAmar’s power needs areequivalent to the consumption of a smalltown. They are met by four generatorsdriven by four inline 9 cylinder medium-speed diesel engines. Each engine is rated 9 MW and equipped with an arrayof emissions reduction enablers – includ-ing a TPL 76-C34 turbocharger fromABB. With engine heat used for fuelpreparation and fresh water production,the power station is actually a floatingcogeneration plant.

Diesel-electricAside from its use of conventional

electric motors and twin five blade pro-pellers, as opposed to steerable “pods”under the hull, with multiple generatorsets based on large medium-speeddiesel engines, the AIDAmar’s propulsionand onboard power supply system istypical of the vast majority of moderncruise ships.

The attractions of the diesel-electricsetup are minimized fuel consumptionand emissions via flexible operation. Theengines can be started and stoppedautomatically according to demand forpropulsion power and the hotel load. Theautomatic system’s sophisticated loadsharing program ensures that, at anytime, only one of the engines is operatingin the less economical part load mode.Likewise, with only the required numberof engines operating, exhaust emissionsare kept to a minimum.

For their part, the electric motors ofthe propulsion system ensure especiallyquiet and vibration-free propulsion – a very important aspect for a floatinghotel. For maneuvering, the rudders are supplemented by lateral thrusters whichallow the ship to dock without the help of tugs, even in confined spaces. It is, likewise, the thrusters that make thepassage of the tight locks between theMeyer shipyard and the North Sea a formality.

Further measures to reduce fuel con-sumption and hence both noxious andgreenhouse gas emissions from AIDAmarare special asymmetric rudders whichreduce hydrodynamic resistance and aspecial silicon coating on the hull, whichalso reduces resistance by deterring thegrowth of barnacles, the parasites thatcan vastly reduce the hydrodynamic effi-ciency of a ship’s hull.

The floating power station during installation of the diesel generators.

The attractions of thediesel-electric setup are minimized fuel con-sumption and emissionsvia flexible operation.

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Rail traction

Diesel-electric on the rails Load cycles on locomotives are some of the most severe dieselengines have to cope with. ABB’s new turbochargers for rail traction target improved fuel consumption and reduced emissions.

Text: Jonathan Walker, Photography i4lcocl2 /Shutterstock.com, Michael Reinhard

In this issue of charge! we are looking atunusual forms of power generation,and this includes the majority of thediesel locomotives in use on the world’s

railways. It may not be obvious, but mostdiesel locomotives are, in fact, mobilepower stations. And as with stationarypower plants with diesel or gas engines,many use ABB turbochargers to enhance

their efficiency, power output and emis-sions. In detail, on diesel-electric locomo-tives the engine drives a generator andthe electricity produced powers electricmotors which drive the locomotive wheels.Moreover, in some cases the locomotiveis actually a cogeneration plant, since theheat from the diesel engine can be usedto heat the carriages of passenger trains.

Living in Switzerland, like many ABBemployees do, it is easy to overlook thefact that 75 % of the world’s railways relyon diesel rather than electric traction. Infact, Switzerland is exceptional in being soperfectly equipped to reap the ecologicaland economic benefits of electric rail-ways. Consider: the majority of Swisselectrical power is produced in either

A diesel locomotive with ABB turbocharger under the wires. Fuel autonomy means diesels reach parts of the system other locos can’t, like industrial tracks.

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Rail traction

nuclear or hydro-electric plants, whichproduce zero greenhouse gases and noneof the pollutants associated with thermalpower generation or combustion engines.

However, not everywhere is Switzer-land and if the power for electric railwaysis produced by other means, then themuch publicized ecological advantagesof electric traction are far from clear-cut.

Consider again: coal fired power stationshave efficiencies at the point of genera-tion considerably lower than the 40 to 50percent achieved by diesel engines. Andfurther losses occur when the electricityis transformed up to transmit it down theoverhead wires to the locomotive andthen back down to power its electricmotors. In addition to the excellent energyconversion of the diesel engine, diesellocomotives are also extremely versatile,since they are able to go anywhere withina rail system, not just where there areoverhead wires or conductor rails.

Small wonder, then, that some of the largest railway systems around theworld are working together with ABB Turbocharging to further improve thepower output, fuel consumption andemissions of their diesel locomotives.

Activity revolves around ABB Turbo -charging’s highly efficient, high pressureratio TPR single stage turbochargers andthe VTG variable turbine geometry sys-

tem. VTG allows the air delivery of theturbocharger to be rapidly and closelyadapted to demand for power from the engine, which is especially useful inrail applications. With high temperatures

and altitudes, frequent load changes andexceptional load acceptance require-ments – e.g. shifting from coasting topulling the full load of a train of heavytrucks several kilometers long at a gradient – diesel traction includes someof the most severe engine load profiles.

A VTG variable turbine geometry assembly.

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Stationary power

Cogeneration aids regenerationImaginative energy production and waste disposal benefitsBrittany’s ecology and economy. Gas engines withABB turbochargers are central to carbon neutral powerand water quality.

Text: Jonathan Walker, Photography MWM

Two 800 kW, containerized MWM gas engines are the heart of the Géotexia Mené plant.

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Stationary power

With their high levels of totalenergy utilization, cogen-eration plants based onspark ignited lean burn

gas engines have long been at the fore-front of the efficient, low emissions con-version of fossil fuels into heat and elec-trical power. The electrical power can befed to the grid or an industrial process,and where there is a use for the heatfrom the engine, over 90 % of the energyreleased from the fuel can be put to gooduse.

The foundations of this success arethe very high efficiencies achievable bythis type of engine, the lean burn principleand the use of clean burning methane.The result is efficient power combinedwith extremely low emissions of both thepollutant NOx (oxides of nitrogen) due torelatively low combustion temperaturesand minimized emissions of the green-house gas CO2 (carbon dioxide) due tosimplicity of the methane molecule withits four atoms of hydrogen to one of carbon.

ABB Turbocharging’s essential role inthis is providing high pressure, high effi-ciency turbochargers – from the TPSrange on many modern high-speed gasengines – to supply the right amount ofair and ensure the effective combustionof the fuel. This implies that maximumpower has been extracted from the fueland that a minimum of pollutants andgreenhouse gases are left behind. Mostrecently, ABB’s Power2 two stage turbo-charging has extended this beneficial

role by enabling the stronger Miller Cycleswhich facilitate further rises in gas engineefficiency, power density, load acceptanceand insensitivity to ambient conditions.

Going bioIn recent times, another element has

been added to the lean burn gasengine’s already favorable fuel efficiencyand emissions balance sheet – one thatputs gas engine cogeneration plantsright at the forefront of energy produc-tion with extremely low carbon foot-prints. By burning methane derived fromrenewable biological sources, broad car-bon neutrality is achieved since roughlythe same amount of CO2 is returned tothe atmosphere during combustion ofbio-fuels as was taken out during thegrowth of the organisms supplying them.And there is a further greenhouse gasbonus, since the methane which wouldbe released during the natural decompo-sition of flora and fauna is eliminated,and methane can absorb around 20 timesmore infra-red radiation than CO2, whichis the major factor in global warming

Hence, in Europe, the USA and else-where, cogeneration plants with enginesfrom many of ABB Turbocharging’s gasengine customers have long become anindispensable part of larger sewage worksor waste disposal sites, where they burnthe methane in the gases released duringthe decay of the waste products to pro-duce heat and electrical power.

Over time, the sources of combustiblegases produced by the degradation of

organic material has become more andmore diverse. A major role is now playedby “biomass” from both plants and ani-mals which is converted by fermentationin so called digesters into bio-fuels. Theseinclude biogases, and in the most desir-able cases, as well as producing heatand electricity for domestic or industrialpurposes, substances potentially harm-ful to the environment can be convertedinto useful residues, including fertilizersor solid fuels for industrial processes.

Innovative and imaginative Many projects involved in producing

and exploiting biogases in cogenerationplants are distinctly inventive. An examplefeaturing high efficiency spark ignitedlean burn gas engines from Germanbuilder MWM is the Géotexia Mené plantnear Mené in Brittany, France. This plantproduces 700 m3 of biogas per hour froma combination of pig manure in the formof both slurry and sludge (40,000 tonsper year), animal fats (35,000 tons peryear) and other food processing waste,delivered from farms, abattoirs and thefood processing industry in the Menéarea. This has an important additionalenvironmental benefit, since Brittanyproduces over 50 % of France’s pork,and without countermeasures, the slur-ries and sludges can easily compromisedrinking water quality.

The biogas produced in the plant’slarge capacity digesters is burnt in a pair of containerized MWM type TCG 2016 V16 C gas engine generator

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Stationary power

sets. Each produces 800 kW of electricalpower, which is sold to French nationalutility EDF. Typical of cogeneration appli-cations, the engines deliver a roughlyequivalent output of thermal energy,which is used to maintain the fermenta-tion of the manure and fats as well as fordrying the residues. This leads to thecomplete recycling of the residues as dryand liquid fertilizers which retain chemi-cals that enhance their value as plantgrowth accelerators and make them aviable substitute for industrially producedproducts. Finally, the waste water fromthe processes is cleaned by hydrolysisand inverse osmosis and then used forthe irrigation of a plantation of fast grow-ing willow trees. Including the plantation,the Géotexia Mené facility occupies atotal of 13 hectares.

Passionate protagonist The plant was commissioned in the

winter of 2010 and Dominique Rocaboyreports that it has met expectations infull. As well as being a director of Géotexia Mené, he is a local farmer andone of the prime movers in the project,having lobbied for over ten years for itsimplementation. He points out that it ispart of a wider plan to achieve important,interrelated ecological and economicgoals in the region. These include theimprovement of drinking water quality,increased self sufficiency in energy andthe restoration of the “bocage” landscapeof winding lanes between low embank-ments topped by hedges, a trademarkfeature of Brittany and Normandy.

Hence, as well as the production ofrenewable, carbon neutral energy at the

cogeneration plant, the energy targetsalso increased the use of wood pellets inboilers for district heating around theregion – indeed pelletization is the ulti-mate fate of the willow tree plantationadjacent to the Géotexia Mené cogener-ation plant.

Recreating the embankments andhedges of the bocage, removed by earliergenerations of farmers to maximize cropyields, is primarily to reduce soil erosion,but has gone hand in hand with theplanting of trees on the basis of “shortrotation forestry”. The plantation at theGéotexia Mené site is an example of thisprocess, where fast growing saplings, likewillows, are planted in fields like any othercrop and harvested after only about fiveyears by self propelled machines espe-cially developed for the purpose.

MWM type TCG 2016 V16 C gas engine generator.

Each MWM type TCG 2016 V16 C gas engine produces 800 kW of electrical power and roughly the same in thermal energy for maintainingfermentation and drying processes.

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News

People

Joachim Bremer Norway. Joachim Bremer is appointedLBU Manager Turbocharging Norway,effective 1st August, 2012. As well as having responsibility for service inNorway he will develop the LBU asthe Lead Center for the Oil & Gas Offshore business. Joachim takesover from Hakan Holm, who man-aged the LBU ad interim in parallel to his role as LBU Manager Sweden.Joachim joined ABB Turbo Systemsin 1996 and was most recently General Manager Business Develop-ment & Cooperations.

Marta Sánchez Spain. Marta Sánchez was appointedLBU Manager Turbocharging Spain,effective 1st May, 2012. Marta was most recently End User SalesManager. She succeeds Claire Carmona, who has returned toSwitzerland as Head of Service Generator Circuit Breakers at BUPPHV. We thank Claire for her dedi-cation during her time in Spain.

Hesham Mostafa Egypt. Hesham Mostafa wasappointed LBU Manager Turbo -charging, Egypt, effective 1st February,2012, in addition to his role as EndUser Sales Manager for Egypt and itsassigned sales areas. Hesham joinedABB Service Station Suez in 2007and was most recently End UserSales Manager Turbocharging. Hesucceeds Adel Helmy, who retired at the end of January 2012 after 27 years’ service. Adel ran the Turbo-charging business in Egypt for 19years from Cairo and opened theService Stations at Suez and Alexandria. We extend our greatappreciation to Adel.

Germany. On 1st April, 1962 Max Kaykabegan an apprenticeship with ABB’spredecessor BBC in Dortmund, Germany,and on completing his training wasappointed turbocharger service engineer.Fast forward 50 years and Max wasstill involved in maintaining BBC andABB turbochargers in power stations,aboard ships, indeed anywhere our turbochargers are in use. We take thisopportunity to thank Max for a half century of unstinting diligence and dedi-cation. At the time of writing Max isalready enjoying his well earned retire-ment.

Max Kayka, half centurion!

New compressors with higher volume flow in the A100 range give engine builders the potential to turbocharge their products with fewer turbochargers or smaller frame sizes.

Baden. ABB Turbocharging had a verygood 2011 for new turbocharger sales.The 2010 upturn was led by the high-and medium-speed engine segments, butin 2011 turbochargers for the low-speed2-stroke segment joined sales for high-speed engines in setting new records.Meanwhile, sales to the medium-speedsegment was strong in power generationand offshore applications. A high-speedhighlight was 30 Power2 two stage turbo-charging systems for GE Jenbacher gasengines.

The year also saw the A100 rangebeing extended and further developed to achieve new customer benefits. The

A170-L37 and A175-L37 models for low-speed engines offer up to 17 % highervolume flow from the same dimensionalenvelope, allowing a given engine to beequipped with fewer or smaller turbo-chargers.

For the same benefit, A100-H andA100-M models for high- and medium-speed 4-strokes were equipped withnew compressors, while new radial tur-bines provided more engine mountingflexibility due to a new containment con-cept. In detail, the A135-H/Mx7 andA140-H/Mx7 have compressors withhigher flow capacity and the A130-H/M,A135-H/M and A140-H/M new turbines.

A good year for new turbocharger sales

Max Kayka at work.

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Tips for the operator

Original Parts andOriginal Service Axel Martin explains why the best way to get the best out ofyour engine and ABB turbocharger is for ABB technicians to fit ABB parts.

It is ABB Turbocharging’s official policyto fit ABB Original Parts during OriginalService work, i. e. maintenance, repairor overhauls to ABB turbochargers

carried out by highly trained ABB serviceengineers.

This concept is the result of countlessepisodes where non original parts havefailed and caused damage to the turbo -charger – and in the worst case irrepara-ble damage.

Guesswork instead of scienceLogically, companies that copy ABB

parts cannot have access to ABB Turbo -charging original works drawings, andthey cannot readily know the precisechemical composition of the materials we

use – some of which were developedinhouse. Likewise, they cannot know whatmethods and techniques we use in themanufacture of our parts, like the heattreatments we use to improve materialproperties and the equipment we use tomachine them. Where their knowledgeruns out they tend to use guesswork.

More than meets the eyeA case in point is turbocharger bear-

ings. There is more to our bearings thanmeets the eye and, without giving awaysecrets, our bearings have special geo-metrical features which cause their lubri-cating oil to behave in a very useful way.By precisely controlling its flow over thesurface of the bearings, we can induce a

clever effect which produces centering ofthe rotor shaft hydraulically – and auto-matically. The effect damps axial andradial oscillations in the rotor shaft toensure smooth running. This is central tothe long effective life of all the rotatingparts and hence to the long service inter-vals which ABB turbochargers achievewhen fitted with Original Parts.

In a recent case ABB technicians werecalled on to rectify the effects of poordimensional tolerances in a non originaljournal bearing and the failure of thecopier to create the self centering effectdescribed. The result of both was con-tact between a compressor wheel and itscasing. Aside from being a dangerouscondition – parts could break off the

Premature vane, shaft and bearing wear resulting from the failure of non original parts.

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Tips for the operator

compressor wheel and damage the turbocharger beyond repair – it led torapid wear on both the wheel and thecasing as well as premature wear to therotor shaft, as shown in the accompany-ing photos.

Blame game Furthermore, this wear occurred well

before the turbocharger would havebeen due for its next scheduled over-haul. Hence the engine end user wasfaced with additional costs that far out-weighed any savings achieved by buyingnon original parts.

Typically, in such cases, the compo-nent supplier or non original service pro-vider is not prepared to accept responsi-

bility for the failure unless absolutely castiron proof is produced. The case could,for example, be blamed on failures in thelubrication system, with every counterclaim requiring a time consuming investi-gation by the end user.

By contrast, Original Parts fitted byABB technicians during Original Servicework carry ABB Turbocharging’s full war-ranty.

Worst case Possibly the worst occurrence that

can affect a turbocharger is disintegra-tion of its compressor wheel or turbinewheel / turbine blades. This means thatfragments traveling at very high speedwill be flung under high centrifugal forcesagainst adjacent casings. If the turbo -charger casings are ABB Original Partsthe probability is extremely high that theywill withstand the impact and achieve“containment” – i. e. no fragments willexit the casings into the area around theturbocharger. During the development ofevery turbocharger type an elaborate,expensive containment test, which eveninvolves closing the roads around ourtest center, is carried out under con-trolled conditions to verify in practice thetheory behind the casing designs.

Grim reading The containment test involves using

extreme rotor overspeed to induce thecompressor wheel to burst. In a recentcase, a non original compressor wheeldisintegrated into three pieces duringcommercial operation on a ship’s engine.The inspection report by the ABB serviceengineer makes grim reading: almost nocomponent of the turbocharger escapeddamage and, as such, nothing could besafely reused. For example: the air inletcasing had long cracks; the air outlet cas-ing was damaged, with its volute-half tippunched out and deformed and its suc-

tion branch found to have a 13 cm crack;the diffuser vanes were damaged and itsflange bent; on the turbine side the pro-tection sleeve of the bladed shaft hadrubbed against the shaft and turbineblades.

Turbochargers and fuel efficiency It should also be pointed out here that

the use of a non original compressorwheel, turbine wheel or adjacent casingscan have a severe effect on turbochargerefficiency. This results from poor aerody-namic efficiency due to inaccurate vaneand blade geometry as well as potentiallyexcessive clearances between the wheelsand their casings. A leading engine builderhas stated that every 1% loss in turbo -charger efficiency equates to a reductionof 0.35 g /kWh in terms of specific fuelconsumption. Hence, a low-speed enginerated 50 MW, as used in many containerships, with a turbocharger 1 % below itsdesign efficiency would use 105 tons ofextra fuel in a 6000 hour operating year.This equates to 52,500 US Dollars at afuel price of 500 USD per ton.

Proving the point The list goes on and grows, proving

the point about how difficult it is to geteverything right when attempting to copyABB Turbocharging Original Parts. In thecase of the compressor wheel, the failuremay well have resulted from the copiernot being able to know the exact materialspecifications and heat treatment pro-cesses ABB uses.

These occurrences and numeroussimilar cases prove conclusively that thebest tip we can give an operator of anABB turbocharger is to invest in ABBTurbocharging Original Parts, fitted byABB Turbocharging technicians duringABB Turbocharging Original Service andhence carrying a full ABB Turbochargingwarranty.

Original Parts – ABB bearings are cleverly designed to create hydraulic shaft centering. No part of this turbocharger could be reused.

22 ABB charge! 1|12

Recipe

Spaghetti with prawns in garlic and tomato sauceInternational recipe No 4Text AIDA Logbuch – Kochbuch, Photography Shutterstock

The AIDA line attaches greatimportance to the cuisineaboard its clubships. As a fore-taste to the cruise you now

undoubtedly intend to take, here is a recipe with a maritime touch from the AIDA cookbook. It always proves afavorite with passengers of all ages andcan be served as a main course or a pastacourse.

Ingredients (makes 4 servings) – 60 g onions– 2 cloves garlic – 400 g ripe tomatoes, alternatively

1 tin drained peeled tomatoes– 30 ml olive oil– 150 ml dry white wine – 150 g peeled prawns – Salt and freshly ground pepper to taste– 350 g spaghetti – 2 tablespoons chopped parsley

Preparation– Peel, slice and dice the onions. Peel

and crush the garlic cloves. – Dunk the tomatoes in hot water,

remove the seeds and dice the flesh.Alternatively cut the tinned tomatoesinto small pieces.

– Heat the olive oil in a frying pan and frythe onions until translucent. Add theprawns and garlic and cook for a shorttime before quenching the pan withthe white wine. Add salt and pepper totaste.

– Bring the contents of the frying panback to a gentle simmer for 8 minutes.

– Boil the spaghetti in salted water until“al dente”, i. e. soft but still resistant toyour bite.

– Drain the spaghetti, place in a suitablebowl and pour over the prawn sauce.Garnish the sauce with the choppedparsley and serve immediately.

Enjoy!

ABB charge! 1|12 23

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

EditorsJonathan WalkerValentin Bregy

Contributing editorsTiziana Ossola Auf der MaurPeter Pospiech

TranslationJonathan WalkerMalcolm Summers

PhotosSergio Villalba MoralesAIDANicole LerrahnTiziana Ossola Auf der MaurMeyer WerftShutterstockMichael ReinhardMWMABB Turbo SystemsTarek Fahsi

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

My fastest route to fuel efficiency and safety.Original Parts and Original Service.

Original Parts installed during Original Service from ABB Turbocharging incorporatethe experience, know-how and precision only available to a market and technologyleading turbocharger OEM. The geometrical accuracy, high strength and surface quality of the high grade materials used in Original Parts translate immediately intooptimized fuel consumption, reliability, availability and operational safety for yourengine. www.abb.com/turbocharging