A TOGNUM GROUP BRAND · PDF file2 I MTU Report 01/13 Editorial Joachim ... year we are looking...

A TOGNUM GROUP BRAND

MTUreportThe magazine of the MTU and MTU Onsite Energy brands I Issue 01 I 2013 I www.mtu-online.com

PowerWind power, mental power, engine power, muscle power – we investigate what they mean

Clear prospectsWhere to next for emission limits for construction machinery?

A class of its ownOne day on board a US Coast Guard patrol boat

2 I MTU Report 01/13

Edito

rial

Joachim Coers, Chairman andCEO of Tognum AG and Chairmanof MTU Friedrichshafen GmbH.

This issue of MTU Report is all about power. Coverage of the topic starts right from the cover page illustration picturing the enormous power of a Swiss boulder-thrower. Power is also an issue for me from a business management viewpoint. When is a company strong? When it sells its products in large numbers and is profi table? Undoubtedly, profi tability gives a business strength and power; the power to invest and the strength to develop and grow. That is something we aspire to, and when I look at our progress over recent years, I see a strong and powerful corporation. But our aim is to remain sustainably so. That is why we invest above-average amounts in research and development every year. Our drive systems and energy plants set standards in terms of energy effi ciency, fuel economy and low emissions. Those three qualities are exemplifi ed by the MTU Series 2000 engine that powers the Terex haul truck featured in the article on page 24. It consumes substantially less fuel than competing engines and meets the US Tier 4i emission standard without the need for an exhaust gas a� ertreatment system. Our developers can be justly proud of having created such a highly marketable engine. That is what I call strength and power.

Now we have to continue working at remaining sustainably strong and powerful. Next year we are looking to launch construction and industrial application versions of the Series 1000, 1100, 1300 and 1500 engines. The Series 1600, which so far has only been available for genset applications, will be off ered as a rail version from this year and for construction and industrial applications next year. Our Series 2000 and Series 4000 models are continuously refi ned and upgraded so that they not only satisfy all of the statutory emission requirements but also off er increasingly higher levels of fuel effi ciency and longer service intervals. We have made our big Series 8000 engines even more powerful – they now develop up to 10 MW of power. And the Series 1163 marine engines are also getting a complete makeover. In the medium term we are looking to enter the market for mobile gas engines. So, as you can see, we have a lot planned for the coming years and aim to make ourselves stronger and more powerful than ever.

In this issue of MTU Report you will certainly see how much power and performance our clients are able to produce with our engines. Enjoy reading the forceful features and powerful pages in this issue of MTU Report.

Joachim Coers

Strong sustainable growth

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POWER

C&I16 Powerful performance

A redistribution of power is taking place in the global construction machinery market. Chinese building plant manufacturers are growing by force of mental faculties rather than mere muscle power.

Mining24 Step on it, Eddie!

Haul truck driver Eddie shows how much fun power can be. He drives a Terex truck with a new MTU Series 2000 engine at the Tharisa Mine in South Africa.

Marine30 Heavenly power

Generating electricity from the force of the wind demands high-precision weather recording equipment and specialized ships powered by MTU engines.

Power34 Swiss speciality

Martin Laimbacher can throw a 90-kilo boulder more than 3 meters – with muscle power alone.

36 Power factsThe essential – and not so essential – facts about power.

38 Super-SiggiWhat makes us happy? Strong muscles and an athletic build? Super-Siggi fi nds out.

41 Out of the oil pan

Cover picture: It requires enormous power just to li� a stone weighing 90 kilos, never mind throwing it several meters as well.

C&I42 Clear prospects

Where to next for emission limits for construction machinery? We venture a gaze into the emissions crystal ball.

Technology44 How do we make...

Drilling, milling and grinding with micrometer accuracy is how you make a crankcase.

Marine46 A class of its own

One day on board the Bernard C. Webber – the US Coast Guard's new patrol boat.

Energy50 The ultimate motivator

A generator on wheels powers a rope shovel in a North American coal mine.

Oil&Gas52 Emergency assistance

A new oil platform is being built in the North Sea. Back-up gensets off er emergency assistance if the main power supply fails.

Company56 Dual core

Students taken on at the MTU production facility in Aiken, USA, are joining a dual training scheme modeled on the German system. We hear from two trainees.

History58 Ahead of its time

The Series 4000 was the fi rst high-speed, large-scale diesel engine to have a common-rail fuel injection system.

Talking of...60 A� erthoughts

Things our editors have been especially impressed by.

61 Comic

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Locomotive match-upFi� y tonnes of locomotive suspended from two hooks. Slowly, the imposing chassis is lowered by the crane. Underneath, on the factory-shed track, the two Gravita 10BB bogies are ready and waiting. If all goes well, the major components of the locomotive, the chassis and the undercarriage, will soon be married up and joined together as one. Such unions are routine events for locomotive manufacturers Voith. They make a new Gravita 10BB locomotive every week. Fitted with a 1,000 kW, 8-cylinder MTU Series 4000 engine and a diesel particulate fi lter, the model is a top seller – 130 of them have been ordered by Deutsche Bahn alone. Voith also uses 12 and 16-cylinder versions of the same engine in other members of the Gravita family – the 15BB and 20BB. They are used by a variety of railways and industrial corporations in Sweden, Germany and Switzerland. It takes roughly four weeks to produce a Gravita locomotive with another four weeks of testing to follow before it can be delivered to the customer.


Water ski record145 water skiers hitch a ride for one nautical mile – 1.852 kilometers – behind a catamaran. It sounds crazy but it is what happened in the Australian state of Tasmania and it set a world record! In fact it was the second world record because two years earlier 114 water skiers had also taken a tow behind a catamaran. The power behind the latest event was provided by the two 8-cylinder MTU Series 4000 engines (1,550 PS each) aboard the 35-meter Eagle catamaran operated by ’World Heritage Cruises’. The vessel normally carries tourists along the picturesque Gordon River on Australia’s west coast. For the world record attempt, however, members of the ’Horshead Water Ski Club’ fi tted a 94-meter aluminum bar to the catamaran. And to make the most of the potential from the MTU engines, they also modifi ed the propellers, maximizing the power available to tow the 145 water skiers across the Bay of Macquarie. “This record event is a great opportunity for us to really use all the power available because the normal tourist trips tend to aim for a slow, smooth ride,” said Troy Grining from World Heritage Cruises.

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Testing in AikenMTU engine development is becoming increasingly international. At the American production facility in Aiken, South Carolina, there are two new development test benches for engines with power outputs up to 4,500 kW. The test benches are high-tech pieces of kit – they not only check the engines’ operating characteristics, they also measure their emission levels. One of the test benches can also examine an engine’s dynamic response, for example by simulating negotiation of an uphill gradient by a haul truck or acceleration by a yacht. Operating conditions in a variety of climate zones can also be reproduced on the test benches – from the Nevada desert to the arctic winters of Alaska. “With these test benches we can more eff ectively and more quickly satisfy global market demands and clients’ requirements as well as regulatory specifi cations,” said Jörg Klisch, the man in charge of production in North America.



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MTU’s parent company, Tognum, is planning to invest over a billion euros in the future of the company up to and including 2014. Research and development and long-term fi xed assets will each receive around €600 m of the total investment fi gure. “We aim to continue pursuing our growth strategy in future and are convinced that our strategic investments will pay off ,” stated Joachim Coers, Chairman and CEO of Tognum AG.

The group is investing around €140 m in the expansion of its sites in Europe, America and Asia between 2012 and 2014. One of the main benefi ciaries will be the Friedrichshafen facilities. “We are making a clear commitment to the Friedrichshafen location in terms of research and development, production and assembly,” confi rmed Coers. A new production hall for machining conrods is currently under construction in Friedrichshafen and another building accommodating an air-conditioned and energy-effi cient gaging shop, new development test benches and an energy suite for supplying the test benches with electricity and hot and cold water is also planned for the coming years. In total, the investments referred to at the Friedrichshafen site between 2012 and 2014 will amount to roughly €60 m. The group is also investing around €90 m in the new plant in Stargard Szczeciński, Poland where construction is due to start in the autumn of this year.

At the Aiken factory in the USA, Tognum is installing new development test benches in a phased investment program totaling €40 m through to 2015. Investment in the period from 2012 to 2014 is set to reach €21 m. The Aiken facility assembles MTU Series 2000 and Series 4000 engines. Since 2011, the site has also been producing large components for those models and cylinder heads for the Series 4000. Administrative offi ces in Novi as well as a training center and a spare parts logistics depot in the greater Detroit area were already built in 2011.

In Singapore, Tognum is currently building a new logistics center based on the existing logistics depots in Überlingen and Brownstown. The corporation is also planning to move its local sales and administration offi ces and training and workshop facilities into a new building. Those investments will run to roughly €17 m over the period from 2012 to 2014.

“Our aim is to establish ourselves in all relevant sales markets in the key regions of Europe, Asia and America,” said Tognum's Chief Technical Offi cer, Dr Ulrich Dohle. “In the medium term, we are, of course, preparing for the planned increase in unit sales by expanding our production facilities.”

Tognum makes major investment

Over the next two years, Tognum will invest roughly €60 m in expanding the facilities at the MTU lead plant in Friedrichshafen.


New Human Resources & Integrity Director

Jörg Schwitalla became the new Tognum Human Resources & Integrity Director in January 2013.

Clear conditions In March this year, MTU’s parent company Tognum became a wholly-owned subsidiary of Engine Holding GmbH, a 50:50 joint venture between Daimler AG and Rolls-Royce plc. Before the compulsory buy-out of minority shareholoders was completed, the companies owned roughly 99% of Tognum.

Indian energy awardThe Indian Ministry of New and Renewable Energy has chosen MTU Onsite Energy as the recipient of its Energy Award, India’s most important accolade in the area of sustainable energy. The panel picked out MTU Onsite Energy in the category “Decentralized & Distributed Power” for a Series 400 genset. It is in operation in Jabalpur, Madhya Pradesh, and runs on biogas produced from cow dung, generating 1.4 MW/h of electricity to supply over 1,000 households.

Innovation prize for hybrid trainDeutsche Bahn AG and MTU are the joint recipients of an innovation award from the railway industry publication Privatbahn Magazin. The two companies worked together on a research project in which they converted a VT 642 Class diesel-mechanical railcar into a hybrid vehicle.

UIC certifi cate for rail enginesThe International Union of Railways, UIC, has accredited the quality and durability of the MTU 12V 4000 R84 and 12V 4000 R64 rail engines with the UIC Certifi cate. The certifi cate also verifi es that the engines meet the UIC IIIA and EU IIIB exhaust emission standards.

Gulf Cra� puts faith in MTU As part of a new cooperative agreement, the Arabian shipbuilder Gulf Cra� will in future off er MTU Series 2000 and Series 4000 engines as the preferred power units in its Majesty class yachts. The deal was agreed between Gulf Cra� and Al Masaood, a Tognum Group distributor for MTU engines in the United Arab Emirates and Bahrain, at this year's Dubai International Boat Show.

In brief:

Jörg Schwitalla (52) became the new Human Resources and Integrity Director at Tognum on 1 January, 2013. It is a new position created by MTU’s parent company, fi rstly to take account of future requirements such as the planned integration of Bergen Engines AS and the growth the group is aiming at. Secondly, there is a need to integrate the HR, Legal and Compliance departments more closely and pay due regard to the growing importance of integrated corporate management.

Jörg Schwitalla was HR Director at MAN until July 2012 and a� erwards acted in an advisory capacity for the Volkswagen Group. With his appointment to the Tognum board, he now takes on responsibility for the Human Resources, Legal, Patent Management, Data Protection & Information Security, and Business Practice & Compliance departments. He is also the Group’s Director of Labor Relations. Tognum Chairman and CEO, Joachim Coers: “In Jörg Schwitalla we have gained an experienced senior executive to take on the human resources and integrity role at Tognum. In particular, the growing and increasingly rigorous focus of all corporations on integrity and the processes demanded by it require extensive expertise and experience, which are precisely the qualities that Jörg Schwitalla brings to our organization from his six years at MAN”.”During his time at MAN, Jörg Schwitalla was responsible, among other things, for all the traditional aspects of human resources. His duties also encompassed areas such as group security, auditing and procurement, and he played a leading role in the investigation of compliance issues at MAN.

On his appointment to the position of director by the Supervisory Board, Jörg Schwitalla observed that, “Tognum has an outstanding workforce that is undoubtedly the key to its success. In my fi rst few months I have already had many conversations and discussions and I have been struck by their passion and pride above all. I am keen to put my skills and experience to the best use possible and actively contribute to making Tognum even more successful.””

Until end of 2014, the shipyard Gulf Cra� will off er MTU engines in its Majesty yachts class as its primary engine option.


MTU and Veolia Verkehr GmbH have signed a general contract for the complete overhaul of underfl oor rail traction units with Series 183 and Series 1800 engines. In what is known as a remanufacturing process, the Powerpacks will be completely dismantled, cleaned, inspected and subsequently reassembled using new and reconditioned components. Parts such as engine, gearbox, cooling system and onboard generator will be overhauled by MTU working together with the original manufacturers. The parts used in the remanufactured Powerpack are not normally the components originally removed but rather identical parts that have already been reconditioned. In that way, MTU keeps the vehicle idle times as short as possible. The remaining components are replaced by new ones as necessary. The entire remanufacturing process takes ten working days from start to fi nish. The completely overhauled Powerpacks leave the factory in as-new condition and upgraded to the latest technical standards. They come with the same warranty as new units.

Over the next few years, 360 Powerpacks used by train operator Veolia will be fully remanufactured at the Tognum facility in Magdeburg.

The railcar maker Alstom has placed an order for 307 MTU Powerpacks. They are to be used in the Coradia LINT 41, 54 and 81 railcars. The new local passenger service trains are due to enter service from December 2014 on the Dieselnetz SüdWest network in Germany. They will meet the EU Stage IIIB emissions standard and have a power output of 390 kW. They are fi tted with an SCR catalytic converter for removing nitrogen oxide from the exhaust. The internal engine design features will also reduce the particulate emissions by around 90% compared with the EU Stage IIIA emission limits. In combination with an innovative engine management system, as much as 5% can be saved on fuel consumption so that CO2 emissions are lowered as well. The multiple unit trains will serve on regional routes run by the private train operator Netinera and Deutsche Bahn in the German states of Rhineland-Palatinate, Baden-Württemberg and Saarland.

Powerpacks for Alstom

Genset supplies electricity and heat for residential areaA new combined heat and power plant driven by MTU Onsite Energy gas engines recently started operation in the town of Schwarzenberg in Saxony. It produces heat and electricity for the town's municipal utility company and is used to supply a residential area using a district heating system. The overall effi ciency taking account of thermal and electrical output is 87%. The new plant generates 1,999 kW from two 8-cylinder Series 4000 gas engines and one 12-cylinder Series 400 unit.

New life for rail Powerpacks

News

Coradia LINT railcars are driven by Powerpacks with MTU Series 1800 engines.


Roughly three billion barrels of oil equivalent are to be extracted as part of the Australian Ichthys LNG project from 2016. The Japanese plant operator INPEX is currently building a CPF platform and an FPSO ship for the project. INPEX has put its faith in MTU Series 4000 engines for driving the emergency power generators and the fi re extinguisher pumps. The CPF is a semisubmersible platform on which the extracted gas goes through a preliminary refi nement stage. It involves the removal of water and crude fl uids. The CPF will pump the gas to the onshore refi nery at Darwin in Australia's Northern Territory via an underwater pipeline over 885 km long. In order to do so it has to cool the gas to -161°C – the temperature at which the gas liquefi es. The condensate separated from the gas is pumped to the FPSO anchored nearby, a fl oating platform for storing, processing and transferring the crude condensate to tankers, which then transport it to the onward distribution points. The MTU engines will be part of the safety systems on the CPF and FPSO. Four 20-cylinder Series 4000 engines producing 2,245 kW each will drive the emergency back-up generators on the CPF platform. The fi re extinguisher pumps on the CPF platform and the FPSO will each be powered by four 2,080 kW 16-cylinder Series 4000 engines.

MTU is supplying 16 MTU onboard gensets with Type 12V 4000 M23S “Ironmen” engines for four Rolls-Royce UT 771 CDL off shore supply ships. The vessels are being built by COSCO (Zhoushan) Shipyard Co. Ltd. in China. The diesel-electric gensets are part of a Rolls-Royce contract to supply an integrated overall package comprising ship design, propulsion system, onboard power supply and other equipment. COSCO is building the supply ships for a client in Hong Kong. The four vessels are due to be delivered in 2014.

“We are proud to be part of this project because it is the fi rst time MTU diesel generator sets have been integrated in a Rolls-Royce UT ship design as part of an onboard power supply and propulsion system package,” said Tognum’s Chief Sales Offi cer, Dr Michael Haidinger. “This contract shows the potential of our future collaboration with Rolls-Royce.”

Each genset consists of a 1,380 kW, high-speed 12-cylinder diesel engine from the proven MTU Series 4000 range for working vessels, a resiliently mounted generator on a common baseframe, and an electronic control system. The units are specially designed for commercial shipping applications such as off shore supply vessels for wind farms or oil and gas rigs.

In addition to the MTU gensets driven by high-speed diesels, the latest ships also benefi t from an integrated equipment package from Rolls-Royce. It consists of propulsion system, onboard power supply system, cargo handling equipment, deck machinery, automation and control system and a dynamic positioning system that uses satellite technology to automatically hold the ship's position without it having to anchor.

Safe gas production

MTU and Rolls-Royce join forces

Marine gensets driven by MTU engines are part of an onboard power and propulsion package for Rolls-Royce UT-design ships.

The management at Tulsa International Airport (Oklahoma) reacted decisively when a severe snowstorm caused a power outage that lasted several hours and completely incapacitated the airport terminal. As part of a general modernization program they had the old emergency power system replaced by a new MTU Onsite Energy plant. It covers a load of 4 MW and supplies electricity for the airport terminal, critical safety systems, passenger boarding bridges and large aircra� parked on the apron.

Uninterrupted power forTulsa International Airport


Maximum power

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What is power?The word evokes so many associations. What is power? Can you feel it? What can you achieve with it? Where do you need it? This issue of MTU Report gets to the bottom of those questions and examines the nature of power in the articles on the following pages.


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Positive power

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The rise of Chinese machinery and plant manufacturers

Shaolin fi ghters are distinguished not only by their physical strength but also by their mental powers. It is that force that Chinese construction machinery manufacturers are aiming to harness in pursuit of world market success.

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Copying is the past: Chinese construction plant producers are combining forces to develop their own products and make inroads into the global markets.


21


There is a shi� of power taking place in the global construction machinery market. Chinese manufacturers are no longer relying simply on pure muscle to produce plant and machinery more economically than any western company. Instead, they are putting their faith in mental power, developing their own machines and acquiring companies. With great success. The cranes and excavators seen on western building sites are no longer all from large American, European or Japanese manufacturers. Machines made by Chinese producers such as Sany, Zoomlion, XCMG and XEMC have long since found their way westwards.

Breaking stone slabs with their bare hands, bending iron bars like matchsticks or piercing their bodies with spears without injuring themselves are feats that only Shaolin fi ghters are capable of. For all that, they are not mountains of muscle. They tend to be small and slight. So where do they get the power to perform seemingly superhuman feats? Undoubtedly, dedication and stamina play a part. But much more important is mental power. The Shaolin fi ghters have learned to train their minds and thoughts to channel their energy to where it is needed.

’Developed in China’It is that power of the mind that is increasingly becoming a feature of the Chinese construction machinery industry. Whereas China may have been looked upon simply as a cheap labor economy in the past, the country’s leadership is now moving away from simply ’Made in China’ towards the idea of ’Developed in China’. The Chinese construction plant group Xiang Electric Manufacturing Corporation (XEMC) is a perfect example of its implementation. The company recently sold four haul trucks to the Australian mine operator Rio Tinto. The 230-tonne trucks will be used in the Mt. Tom Price Mine in Western Australia – the hottest region in the country. The vehicles owe their ability to withstand the extreme conditions to the 16-cylinder Series 4000 MTU engines that power them – the same engines that are used in haul trucks made by established manufacturers such as Liebherr, Belaz and Hitachi. But Li Jiping, Deputy Director General of XEMC is not satisfi ed with the success so far achieved. “By 2015 we aim to earn a third of our revenue abroad,” he announced. At the Bauma construction plant show in Shanghai, their Chinese competitors XCMG exhibited the DE400 haul truck, which is also powered by a Tier-2 rated 20-cylinder MTU Series 4000 engine.

Growing through strength of mindThe times when Chinese manufacturers had little home-grown expertise and instead ’adapted’ the ideas of foreign producers are to be le� behind. That is laid down in a Chinese government master plan that sets out the course to be followed up to 2015. Chinese manufacturers are no longer to put all their energy into production; they have to start developing innovative products as well. Simply producing cheap goods is no longer enough to generate the necessary growth to increase the living standards of the 1.3 billion Chinese citizens. And companies are fulfi lling the plan. They are doing the development work themselves and protecting their inventions with patents. International comparison shows that since 2010, China has consistently been among the leaders

1 At the Chinese construction plant show Bauma, XCMG presented a haul truck powered by an MTU Series 4000 engine.

2 At the same event, the Shan Tui Construction Machinery Co. showcased a crane driven by an MTU Series 906 power unit.

3 An XEMC haul truck with an MTU Series 4000 engine has been in service at an Australian mine for a year.

C&I

«By 2015 we aim to earn a third of our revenue abroad.» Li Jiping, Deputy Director at XEMC

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when it comes to the number of patents registered. While European and American construction plant producers are struggling with the consequences of the global economic and fi nancial crisis, Chinese manufacturers like Sany, Zoomlion, XEMC and XCMG are growing.

Quantity and quality risingThey are drawing the strength to do so from their home market in China. Demand there has been driven by the luxury property boom and state investment in infrastructure. The Chinese construction plant manufacturers have grown hand in hand with that booming domestic market – their share of the global market increased from 15% in 2008 to 30% two years later. In that same period, the market share of European, American and Japanese corporations slipped from 62% to 50%. By investing in research and development, the Chinese manufacturers have also improved the quality and technology of their products. And as far as the Chinese government is concerned, the trend should be continued. Although it recently reduced the state subsidies for infrastructure development, experts are not expecting order levels in China to suff er.

Expansion in Europe and AmericaWith that favorable wind behind them, Chinese machinery manufacturers are now setting course for expansion. The Sany Group no longer develops and produces its cranes, excavators and concrete pumps solely in China; it now also has facilities in the USA, Brazil, India, Poland and Germany. It raised a few eyebrows with its takeover of Putzmeister in Germany, the world leader in concrete pumps. By doing so, it had not only acquired a global sales and distribution network but also the technology and a world-renowned brand. Cooperative ventures with other manufacturers outside China complete Sany’s ambitious expansion plans. In Italy, the group has formed a strategic alliance with Offi cine Meccaniche Galileo for the sale of dockside plant. And in the USA, Sany has signed a cooperative agreement with construction plant maker Binder, who now sell Sany machinery as well.

Know-how, image and clientèleBut Sany is not the only Chinese manufacturer to grow by acquisitions and cooperative ventures. Xuzhou Construction Machinery Group, or XCMG for short, last year procured the skill set of the concrete pump producer Schwing by a takeover. For Schwing, already the market leader for concrete construction machinery in Brazil, India and the USA, the deal opens the door to the Far East. While for XCMG it gives them a foothold in Europe. “The merger enables two market leaders to perfectly complement each other in terms of geographical market coverage and product range,” said XCMG boss Wang Min in explanation of the move. And although there was no mention of it, he undoubtedly had the knowledge transfer from Germany to China in his mind as well.

Mobile cranes with a li� ing capacity over 100 tonnes produced by XCMG (1), Zoomlion (2) and Sany (3) use MTU Series 502, 906 or 460 engines. 1

C&I

«Chinese manufacturers use the globally established brands of well-known engine producers

to underpin the quality of their products.» Frank Bühl, MTU Global Sales Manager for construction machinery engines

2 3

Soon to be top of the pile? Chinese construction plant producers are on the up. Three of them are already in the world's top 10.


Wang Yansong, Vice-President of XCMG, on the rise of China's biggest construction machinery manufacturers

“We want to be one of the top 3”

Chinese companies are currently buying up Europe’s leading technology companies. Last year, you made headlines by taking over Schwing, the concrete pump manufacturer. What were you aiming for with this takeover?XCMG’s strategy target is to be a globally competitive construction company. XCMG took over Schwing in order to provide its clients with better, more energy-saving, more environmentally-friendly and more reliable concrete machinery through the win-win cooperation with Schwing by turning the advantages of the two sides into capabilities in technological innovation and by guaranteeing the high quality of its products.

Are you planning further purchases? Yes, we intend to purchase companies that can support XCMG’s strategy target.

You are currently building a facility in Brazil where telescopic and truck-mounted cranes and earth-moving equipment such as wheel loaders and road rollers are to be built. Are other production plants outside China planned? Yes, we plan to build facilities outside China.

Where do you see your company in fi ve or ten years time? How much do you want to grow by then and how much revenue do you aim to generate abroad?XCMG will become a global company and will be among the top 3 global construction companies in three years. And our total revenue will grow to 300 billion RMB in 2015.

Which markets do you fi nd particularly attractive?We attach great importance to every market. Currently, South American and Asian markets play a large role in XCMG, and Schwing’s products have a big share in European and American markets. In the future, XCMG and Schwing will work together to provide good products and good service to customers throughout the global market.

You endorse the use of MTU engines in many of your products. Why?MTU engines have good quality and good performance. XCMG and MTU have had good cooperation for many years. I endorse the use of MTU engines in many of our products but we need MTU to off er us better quotations.

Selling your products on a more global scale also means that you have to secure a global service network. How do you want to go about doing that? We supply the spare parts to our dealers and expect that our global suppliers will share their global services network to support our service for our customers.

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Engines made in GermanyCranes developed and made in China have long since become an established feature of building sites in the western world. The engines that power them, however, are frequently developed and made in Germany. All mobile cranes with a li� ing capacity over 100 tonnes produced by Sany, XCMG and Zoomlion use MTU Series 502, 906 or 460 engines. A new wheel loader from XCMG is also powered by an MTU Series 904 unit because, with their increased export activities and international production networks, Chinese manufacturers need internationally competitive engines. In China itself, the China II emission limits are currently in force and equate roughly to the Stage 2/Tier 2 standards that applied in Europe and America until 2012. But if Chinese companies wish to export their vehicles to Europe or America, they have to fi t them with engines that comply with the emission standards in the regions concerned. “And not least, of course, the manufacturers use the globally established brands of well-known engine producers to underpin the quality of their products,” explained Frank Bühl, who is responsible for the worldwide sales of MTU engines in the construction machinery sector.

“Technologically improving all the time”He saw the success of Chinese manufacturers coming early on. “Sany said several years ago that they wanted to get into the top 5 global construction plant producers. They put on a big show at trade fairs and demonstrated that they were serious,” he said in support of his assessment. Bühl is certain that their rise will continue – and not only because they make products at attractive prices. “Technologically, machinery from China is improving all the time,” he said.

Succeeding by power of mindA few years ago, that would have been as unimaginable as breaking a slab of stone with your bare hands. But with power of mind, Chinese construction plant manufacturers have managed to deal a new hand in the global construction plant market. They have done what the Shaolin martial art masters do – worked hard, concentrated their strengths and succeeded. A story that is to be continued. Without doubt.

WORDS: LUCIE MALUCK PICTURES: DPA PICTURE ALLIANCE, MELANIE HAID, SANY, XCMG, XEMC, ZOOMLION

To fi nd out more, contact:Cao Ke [email protected]. +86 10 8857-6855

C&I

The Chinese government has a master plan: by 2049, the 100th anniversary of the People’s Republic, it aims to have caught up with the leading developed capitalist economies.

«We will undoubtedly acquire other businesses that fi t our strategy.» Wang Yansong, Vice-President of XCMG


China

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Mining Engine is Peak Performer

Can power also mean pleasure? It certainly can – especially engine power. That much is obvious when you watch Mooketsie Edward Botha (known as Eddie) driving his Terex TR 100 Truck with its new MTU Series 2000 engine. “Everyone wants to drive this truck simply because it has a better engine than the others,” says Eddie. Producing 783 kW, the engine is certainly powerful – but it also uses one quarter less fuel than all the other engines in the TR 100 fl eet. And it meets US EPA Tier 4i emissions targets without using exhaust a� ertreatment. With this performance, power really can mean pleasure.

Mooketsie Edward Botha is one of only three drivers at the South African Tharisa Mine who are allowed to operate the Terex haul truck powered by an MTU Series 2000 engine.

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The Tharisa Mine is located near Johannesburg in South Africa’s North West Province which has the world’s largest single chrome mineral deposit.

The Terex Type T31 haul truck waits for permission to depart with a full load.

Mining

South Africa boasts 70% of the world’s total chrome reserves, most of it in North West Province in the Bushveld Igneous Complex. The Tharisa Mine in the North West Province is the largest single chrome mineral resource deposit in the world. The mine has set a target to extract 400,000 t of ore by the end of July 2013. In order to access the reef 900,000 cubic meters of waste need to be moved fi rst and to do that, the mine needs reliable vehicles and workers like Eddie.

Shi� into gear Mooketsie Edward Botha, 29, started working at Tharisa Mine in July 2011 as a truck driver. He is one of three drivers qualifi ed to operate the T31, the only Terex TR100 powered by the new MTU S2000 engine. The monstrous truck stands a he� y 5.2 m high and weighs almost 160 t fully laden. All of that requires some serious power and Eddie, as his work mates call him, revels in the challenge. Eddie is a fi rst generation mine worker. His relationship with powerful engines started at the tender age of nine, when he was driving a tractor on his family’s farm. His fascination with heavy machinery stuck through his studies of computer science and electronics. When he had to quit university for a job in order to sustain his young family, a move to the mine was almost inevitable.

Eddie started off driving an articulated haul truck and then progressed to the Terex TR100 T66. In April 2012 he became the fi rst to operate the

T31, the truck with the newly installed MTU Series 2000 engine. Drivers go through training and an assessment to prove that they are competent to operate any machinery. Eddie was chosen on the basis of his excellent performance record: high levels of productivity, no absenteeism and most importantly, he had no reported incidents on his shi� . “All the operators want to drive the T31 because of its power. It also is less noisy than the other trucks. I enjoy driving this truck. It makes coming to work a pleasure,” he says.

“You need to be able to listen to the engine”Eddie’s day starts at the shi� -change offi ce where all workers report before the start of a shi� . Shi� s are split into a morning and a� ernoon shi� with blasting occurring between 15:00h and 16:00h on certain days. Wearing his safety pants and refl ective vest with hard hat in hand, Eddie sits in on the safety and planning briefi ng meeting. He listens intently as his foreman announces the line-ups, loading plan and excavator allocation for the shi� . Then it’s off to the

hard park area where his ride for the day, the Terex TR100 T31 awaits. He eff ortlessly climbs up to the cabin. Next stop is the service bay to complete the inspection checklist. “You need to know your truck and be able to listen to the engine and then report any noises.” A� er sign-off by the shi� foreman, Eddie drives the machine up a slightly elevated ramp to test the all-hydraulic brake system control. The T31 needs to give an instant braking response. Safety is top priority. If any technical issues are picked up, the machine will not be allowed to operate in the pit.

Power in the pits Spanning a distance of between 7 and 8 km, the Tharisa Mine’s total chrome resources have been calculated at approximately 900 million tons of contained chrome. The mine has been operating since 2008 and extracts ore from the Middle Group chromatite reefs across two open pits which comprise four main layers of mineable ore of diff ering chrome and platinum group metals content. What seems like deserted wasteland from the distance changes rapidly the closer you get to the pit with the rumbling of a range of machinery increasing until you reach the edge of the pit. The East and West open pits of Tharisa Mine are 45 m and 70 m deep. They are busy with excavators, heavy wheel loaders and drilling machines, performing their jobs with precision and moving about in what appears to be a logistical nightmare but is in fact a thoroughly structured choreography.

The temperatures in the pit can reach up to a sweltering 40°C by midday. At 18:00h the surroundings are dusty, making it diffi cult to see through the haze. These extremities and rough terrain call for a truck with rugged construction and an engine that will perform at peak in all conditions, non-stop.

Amid the dust and assortment of machines, the T31 appears in the line-up waiting to collect a load. The excavator beeps and starts loading waste. With the precision of a well-rehearsed play it maneuvers its bucket just inches above the top of the T31 as it swings back and forth. The noise of the excavator drowns out the sound of the T31 proving the claim that the engine is less noisy

«All the operators want to drive the T31 because of its power. I enjoy driving this truck. It makes coming to work a pleasure.» Eddie Botha, truck driver at Tharisa Mine

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than its predecessors. For about ten minutes, the earth shudders as the excavator digs into the ground to bring up another mouthful of waste, again and again, about eight times until the truck is loaded. Eddie beeps his hooter, signaling that he is ready to move off . The trucks line up to exit the pit with the T31 waiting in line. Eddie navigates the T31 up the ramp and out of the pit at the speed limit of 40 km/h. The T31 has no problem going up the ramp with a full payload. “It is tempting to see the speed to which I could push the T31 while going up the ramp but I do not want to break the rules,” he smiles, thinking of the power in his hands.

Smooth operator Eddie looks relaxed through the window of the cabin. His shi� lasts ten hours and he has already done fi ve. “The shi� s are long but I don’t mind as it is a pleasure to drive the truck with the Series 2000 engine. I enjoy driving the T31 more than the other trucks. It needs fewer transmission shi� s and you can drive it at lower engine speeds than others.” The technical explanation for this was provided by Alexander Richter, MTU product manager for Series 2000, C&I and Mining applications: “The engine develops high lugging power at low revs and this allowed us to adjust the automatic transmission control unit so that it remains longer in gear when lugged down, where the original engine already needs a downshi� .” That saves fuel as well as making operation much quieter. “I can really feel the power of this new engine,” says Eddie and adds with a smile: “Especially when I’m going up the ramps with a full load.”

Satisfi ed customerThys Redelinghuys is the MCC Group Plant Manager for Tharisa Mine. He has overseen the day-to-day running of the plant since 2009. Thys is pleased with their year-long partnership with MTU and he is particularly impressed with the performance of the Series 2000 engine. “The Series 2000 gives a powerful performance in high temperatures and diff ering altitudes. It runs more silently because of the new combustion system and the shi� ing of the transmission is smoother. Low downtime is important for our production output.” For Thys, engine reliability is especially important because an immobilized truck means big losses. Another major cost factor at the mine is fuel. “Our fuel records since commissioning of T31 with the new MTU engine show, that it burns up to 25% less fuel than the remaining TR 100s in Tharisa, which are powered by the engine of a competitor,” he said.

Unparalleled performance Achieving low fuel consumption was one of the major targets of the MTU engineers who developed the engine. Consumption is 10%

less than on its predecessor. Life-cycle costs have also been cut by 8%. In addition, the engine is the only unit in its class which meets US EPA Tier 4i emissions targets without using an exhaust a� ertreatment system. “The new engine gives customers a clear advantage mainly as a result of low fuel consumption and perfect acceleration thanks to improved torque development across the entire speed range,” explained Alexander Richter. “We achieved that with the intelligent combination of common rail injection technology and two-stage turbocharging,” he added. Thys Redelinghuys is particularly happy with the reliability of the engine. “The truck has already logged up 2,500 hours with this engine and it has never been in the workshop except for scheduled maintenance,” said the South African. And if anything should come up, a service technician will be sent out from MTU South Africa in Johannesburg for on-site work.

No coming between a man and his T31At 02:00h, Eddie has fi nished his shi� . Do the long hours in the cabin on his own get to him? “Even though we drive on our own we still operate as a team and communicate a lot. It is important to work together. We cannot have any arguments or tension among us when working in the fi eld. We have to be clear when communicating with the walkie-talkies about our line-ups so that we don’t cause delays and slow down production.”

Eddie recommends working at a mine and a career as a machine operator to his friends and family. “It is not always easy to work away from family and loved ones but I do make time to go and visit them

when I have days off .” He pauses to think. Then he smiles. “Perhaps I could get a transfer to another mine closer to home but wherever the T31 goes, is where I will go.”

WORDS: ROSHAAN PATEL; PICTURES: NEIL FORMAN

To fi nd out more, contact: Alexander Richter, [email protected]. +49 7541 90-3935, www.mining.mtu-online.com

«Our fuel records since commissioning of T31 with the new MTU engine show, that it burns up to 25% less fuel than the remaining TR 100s in Tharisa, which are powered by the engine of a competitor.» Thys Redelinghuys, Group Plant Manager MCC


1 Eddie has fi nished a 10-hour shi� transporting waste in the haul truck.

2 ...Then his shi� fi nishes.3 MTU service technicians installed

the series 2000 engine in the Terex T31 in early 2012.

4 The engine not only uses signifi cantly less fuel than its predecessor – it also meets EPA Tier 4i emissions targets without having to use exhaust a� ertreatment systems.

5 Thanks to its MTU engine, the truck is quieter than others and that means the work is not as fatiguing.

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A number of meteorological institutes provide weather modeling and mapping services to support the wind energy industry. Weather forecasts are especially important for the safe deployment of installation ships.

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The wind possesses enormous power. Just how much is obvious from the vast destruction that can be caused by the worst storms. Uprooted trees, houses with their roofs torn off and fl oods are just a few of the consequences. But the power of the wind has its good side too. Wind farms harness it to generate electricity. Increasing numbers of wind farms are being erected out at sea because that is where the wind is strongest. High-precision meteorological data collection systems mean that wind farms can be better planned. In addition, installation concepts employing special ships make it possible to erect the turbines quickly and effi ciently.

But how right the ancient Greeks were to ascribe the wind godlike power – according to a recent study by Harvard University in Cambridge, Massachusetts, wind power could cover the world’s energy requirements many times over. It would, however, require a global network comprising very large numbers of wind farms. That may be a purely theoretical idea, but in practice developments are progressing with increasing pace. According to the German energy expert Volker Quaschning, worldwide installed capacity rose from 3,500 MW to 93,800 MW between 1994 and 2007, whereas in the short time span from 2008 to 2012, it grew exponentially to 282,500 MW – and did so despite the global fi nancial crisis.

At the same time, the breadth of the global wind energy market expanded. Electricity is now being harvested from wind power in places as widespread as South America, Asia, Australia, New Zealand and Africa. And the increasingly powerful turbines used to do so can now deliver as much as 7.5 MW.

Especially effi cient off shoreThe decisive factor for energy yield is the average wind speed. At ten meters per second, it is twice as high out at sea as it is on land. The stronger the wind blows, the faster the energy yield increases. In precise terms, a two-fold increase in wind speed raises the energy output by a factor of three. Nevertheless, too much wind is not good either. At speeds over 25 m/s, the turbines have to be shut down to prevent damage. The optimum levels are at moderate speeds of between 12 and 16 m/s. The height of the wind turbines plays a role too. Every meter above ground level at which the turbine hub stands increases the yield by 1%. But neither rules of thumb nor experience-based estimates, or even weather forecasts, can provide defi nitive data on economically effi cient operation. “Not only the developers and operators, but also the banks that fi nance the projects in the majority of cases, demand detailed and reliable data on the available wind energy,” emphasized Björn Lehmann-Matthaei, chief executive of the Research and Development Center at Kiel University in Germany. That data is

In close proximity to the wind farms, wind monitoring masts supply detailed information on wind strength and direction, the nature of the seabed and even ecological data on aspects such as bird migration and fi sh numbers. Pictured here is the FINO 1 mast in the German area of the North Sea.



supplied by wind monitoring masts. Between 2005 and 2009, for example, the FINO 1, FINO 2 and FINO 3 monitoring masts were erected at locations close to wind farms in the North and Baltic Seas. As well as wind data, they work in conjunction with other met masts throughout the region to record a range of other important information for the construction of new wind farms and further expansion of existing turbine arrays. That includes data on air humidity, wave height and propagation, sea currents, seabed structure and lightning strikes, plus ecologically important aspects such as bird migration and the occurrence of specifi c wildlife species like porpoises.

New logistics concept using wind farm installation vessels Since the beginning of this year, two wind farm installation vessels operated by German energy supplier RWE have been employed as part of a groundbreaking logistics concept. The Victoria Mathias is used in the Nordsee-Ost wind farm. Roughly 35 km north of the island of Heligoland, 48 wind turbines with a combined capacity of 295 MW are to be erected in waters up to 25 meters deep this year. Her sister ship, the Friedrich Ernestine, is in action in the Bay of Liverpool off the Welsh coast. When fi nally completed, the Gwynt y Mor wind farm (the name translates as 'sea wind') will comprise over 160 wind turbines producing 576 MW of power, which is enough to supply roughly 400,000 households with electricity. Roughly 100 m long, 40 m across and weighing over 17,800 t, the two specialized vessels are among the largest and most spectacular mega-machines in the off shore industry. What is new about the concept of these fl oating li� ing platforms is that they can transport and erect up to four wind turbines at a time. In the conventional process, the wind turbine components are carried to the installation platforms by separate

transporter vessels. In this case, however, the constant to and fro between land base and installation site for delivering the components is dispensed with.

On board power plant The power supply for each of the two 17,000 t giants is provided by fi ve diesel-electric gensets each driven by a V16 MTU Series 4000 engine (2,240 kW) plus a deck-mounted power container with a V12 Series 4000 diesel (1,680 kW). Based on the principle of a power plant, all the generator sets feed their supply to a common busbar. It is an ideal solution for the demands of all four operating modes – propulsion, positioning/maneuvering, jacking up and down, and crane operation. The ships are each driven by fi ve electric bowthrusters. The azimuth thrusters can rotate through 360 degrees and have Rolls-Royce variable-pitch propellers that maneuver the heavy platforms very precisely. That is particularly important when the ship has reached its deployment site and has to hold its position steady while the four supporting columns are jacked up and down. That is the toughest part of the job for the gensets as they have to brace a weight of around 15,300 tonnes. The most important piece of construction equipment on board is the electro-hydraulic turntable crane. It can be fi tted with diff erent booms with li� ing capacities up to 1,000 tonnes. But the logistics concept implemented by energy provider RWE Inogy extends far beyond operating its own installation vessels. The RWE Off shore Logistics Company (OLC), a subsidiary of RWE Inogy, off ers the full range of logistical services associated with off shore wind farms. It operates the port facilities necessary for the construction of off shore wind power installations. The trend towards rationalizing and industrializing the installation work can also be seen in the conversion of the Thor construction platform in Bremerhaven in Germany. Measuring 70 m wide by 40 m long, it previously had no engines of its own and had to be towed to the construction sites. A short while ago it was fi tted with two MTU diesel-electric gensets driven by Series 4000 engines that power two azimuth thrusters capable of 2,500 kW each.

Powerful engines for wind-farm crew boats Erecting and running wind farms is a constant battle against wind and waves. A battle that can only be won by oceangoing cra� with immensely powerful propulsion systems. And that is a description that precisely fi ts the numerous crew boats that support not only the installation vessels but also the servicing and repair of existing wind turbines. Like waterborne taxis, they ply back and forth between the mainland and the wind farms. They carry technical staff , tools and equipment to installation or cable-laying ships and to the wind turbines, met masts or transformer substation platforms. Since 2009, MTU has supplied roughly 130 Series 2000 engines for powering this type of vessel. The business is booming around the British coast in particular. In 2010, the country had the world's largest off shore installed capacity of 1,300 MW. The boats are built not only in the UK but also by shipyards in Eastern Europe and Asia, and Australian shipbuilders such as Austal. As well as variable-pitch propellers, Rolls-Royce waterjets have proven to be ideal propulsion units for both operating modes. Measuring between 14 and 24 m in length, the boats put to sea even in very heavy seas. “Time is money. So we sail in almost any weather. Only when the waves are over two meters do we stay in port,” said skipper Graham Mambly. The wind is too strong then.

WORDS: WOLFGANG STOLBAPICTURES: FORSCHUNGS- UND ENTWICKLUNGSZENTRUM FACHHOCHSCHULE KIEL, STEFAN SÖLL, RWE INNOGY, MTU UK

To fi nd out more, contact:Anette Rennhack, [email protected], Tel. +49 7541 90-6793

Wind-farm crew boats transport staff and equipment from the mainland to the wind turbines and back. Many of them are powered by MTU Series 2000 engines.

«MTU has not only the right products, but also a powerful distribution and service dealer organization that is in close touch with the market.» Anette Rennhack, MTU Marine Sales

Marine

A wind-farm crew boat operated by Turbine Transfer reaches its deployment zone in the Thanet wind farm off the southeast coast of England. It was built by the Australian shipyard Austal.

The installation vessel Victoria Matthias operated by RWE has been working on the construction of the Nordsee-Ost wind farm north of Heligoland since the beginning of 2013. The ship's power supply is provided by a total of six diesel-electric gensets driven by MTU Series 4000 engines.


Swiss

Obvious power: Martin Laimbacher from Switzerland throws boulders weighing as much as 90 kilos.



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specialityWhat does power look like? Big? Bulging with muscles? Mean-faced? Martin Laimbacher from the small town of Galgenen in Switzerland is the opposite of all that. He is certainly sinewy, physically very fi t and not exactly small at 1.83 m – but his muscles are not immediately obvious. Nor does he have a scary face. He is more like the boy next door. He could be a musician or a golfer. But Martin Laimbacher practices a sport that is virtually unknown outside the land of mountains and cuckoo clocks – he is a boulder-thrower. He can throw a lump of rock weighing 90 kilos a distance of 3.31 meters – further than almost anybody else in Switzerland.

Martin Laimbacher focuses his mind, closes his eyes and takes a deep breath. In front of him is a large boulder that weighs 85 kilos – he only weighs 83 kilos himself. He raises the rock up to his shoulders with both hands. At that point he takes a short breather. Then, as if there were nothing to it, he stretches his arms upwards with the massive boulder in his hands and starts running. Eyes screwed up, mouth closed and red-faced, he takes seven strides before launching the stone into the air in front of himself. Moments later there is a dull thud as the boulder hits the ground. It has traveled 3.30 m from the point at which he released it.

Swiss national sportHe stands still and silent for a moment. Just at the point where he hurled the rock into the air, apparently absorbing the tranquility of his training track. He remarks that it is a good place to chill out. In the background there are mountains and below them, Lake Zürich. Nearby is the river from where he gathered his training boulders. They are the sort of stone you can fi nd thousands of in the Swiss mountains. The lightest weighs 15 kilos, the heaviest 87. The size of the stones is diff erent at every boulder-throwing event. In the European Championships competitors have to throw 50 kg boulders, whereas at other events in Switzerland, the rocks weigh between 40 and 90 kg. The most important competitions are the Unspunnenfest and Confederate Wrestling and Alpine Games. Outside Switzerland they are almost unknown, but boulder-throwing is the Swiss national sport. The biggest

events are watched by as many as 35,000 people. “Winning that would be something,” muses Laimbacher.

Fascination more important than moneyBut even then he would not be able to live off the sport. He explained that the sponsorship money was enough to cover the entry fees, travel expenses and accommodation. But without his job in the road-building industry, Martin Laimbacher would not be able to take part in the sport. So why, you might ask, does someone as strong and powerful as him not take up weightli� ing or shot-putting – sports in which you can earn a living. “Because I love boulder-throwing,” is his simple but convincing response.

Strength from head to toeHe was always fascinated by traditional Swiss sports. He tried his hand at Swiss wrestling. But when he decided on the off -chance to enter a boulder-throwing event in 2006 and then threw a 40-kilo stone nearly four meters as a complete novice, the die was cast. “I knew then that this was my sport,” he recalls. He built his own training track close to his house and started training. Three times a week with the weights in the winter and then with the stones as well in the summer. Where did he need the most strength? “From head to toe,” he indicates with a chuckle. But then explains that strength in the back and buttocks was the most important. Adding, though, that technique is equally essential. “Without it, you won't get anywhere,” he explains, drawing comparisons with gymnastics. Ultimately it is all about the combination of strength and technique.

Aiming to beat four metersIt is that fascinating fusion that Martin Laimbacher is trying to perfect. As to his target, he is not keen to discuss it, as he does not like making predictions. But then he says it anyway. “To beat four meters with the 83.5 kg stone.” That is something that only someone who knows his strength can say. It is not visible to the eye, but it is there nevertheless.

WORDS: LUCIE MALUCKPICTURE: ROBERT HACK

Power and technique in boulder throwing


>> Combined heat and power generation is the simultaneous production of energy in the form of electricity and heat.

Power P [Latin: potentia]Unit: 1 watt = 1 joule/second

Meanings according to the Oxford English Dictionary: 1 The ability to do something or act

in a particular way, especially as a faculty or quality

2 The capacity or ability to direct or infl uence the behavior of others or the course of events

3 Physical strength and force exerted by something or someone

4 Energy that is produced by mechanical, electrical, or other means and used to operate a device

5 Mathematics: the number of times a certain number is to be multiplied by itself: 2 to the power of 4 equals 16

The unit of power, the watt, is named after Scottish engineer James Watt (1736–1819) for his contributions to the development of

the steam engine in the 18th century. It was first recognized in 1882, and was adopted into the International System of Units (SI) as the official measurement of power in 1960.

Before the watt, various other units were used to

measure power, all of which translated, more or

less, into English as “horsepower.” Today, the

British imperial unit of horsepower is still used

alongside watts as a supplemental unit of

measurement. Coincidentally, it was James Watt who fi rst

adopted the term “horsepower” in the 18th

century!

A dynamometer is a device used to

measure torque and rotational speed

of an engine. From this, the power of

that engine can be calculated.

Did you know? Burning a pound of coal releases more energy than detonating a pound of TNT! But because the TNT releases its energy more quickly, it delivers far more power than the coal.


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>> Typing the word “power” in Google produces roughly 3,530,000,000 results.

HOW MUCH POWER> The Sun – 383,000,000,000,000,000,000,000 kW> The combined turbines of the Hoover Dam – 2,080,000 kW> A typical nuclear power plant – 2,000,000 kW> MTU 20V 8000 naval engine – 10,000 kW> MTU 12V 4000 mining engine – 1,425 kW> A typical wind turbine generator – 1,000 kW> ’67 Corvette Sting Ray L88 engine – 324 kW> A typical Harley-Davidson motorcycle engine – 100 kW> 1908 FordModel T engine – 15 kW

Common mistake: because the word for “power” in

German is “Kraft,” many Germans think Kraft is a

German food company. In fact, however, Kraft Foods was

founded in Chicago in 1903.

“Nearly all men can stand adversity, but if you want to test a man’s character, give him power.” Abraham Lincoln

“Great power involves great responsibility.”

Franklin D. Roosevelt

“Being powerful is like being a lady. If you have to tell people you are, you aren’t.” Margaret Thatcher

According to the International Energy Agency (IEA), the world uses about 143,851,000,000,000 kilowatt – hours of energy per year, as of 2008. That’s a lot of power being generated at every moment!


More power to you!BY BRYAN MANGUM

Power – what is it? Everyone has their own idea of what it means. Some think of the strength of a bodybuilder, some of the speed of a fast car or the raw force of nature, and yet others of the infl uence wielded by men and women of great authority. Some have too much of it, others too little. But none of us seem able to properly explain what power is. Our physics teachers certainly tried to get the message across, reducing the concept to simple physical principles and suspending weights from spring balances to illustrate the point. We looked on wide-eyed and tried our hardest to comprehend the concepts and apply the right formulae in our exams: Force x Distance = Work; Work / Time = Power. And so we translated power into numbers, but very few of us ever really understood the concepts. Unsurprisingly so. Because our notion of power all too o� en relies on what might be called “displays of strength,” or what physicists would term “force.” We see a bodybuilder or a fast car and we think of power, but what use is their display of muscle on its own? A show of strength by a bodybuilder on stage or in the gym may be impressive, but such force will achieve nothing in itself – if we ignore the odd medal that might be won. To produce something useful, that strength or force must be put to “work” by moving something over a distance. (Again, Force x Distance = Work.) And to measure increased power, that work must happen faster and faster over time. (Work / Time = Power.) Now we are getting closer to something we can understand. It is no accident that power is always used as the measure of an engine’s performance – whether expressed in kilowatts or horsepower. Power – true power – is something we rarely contemplate, but it is all around us, and it doesn’t need body oil or racing stripes to identify it. It is identifi ed by doing its job. In the end, strength is what you make of it. That is what makes our business so fascinating. Every day we get to see powerful engines driving powerful vehicles, and achieving very real accomplishments. If our physics teachers would have just showed us MTU engines in action years ago, it would have made the concept much easier to understand!

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As yet there is no offi cial word on what will happen with emission limits for construction machinery engines in future. But a look into the emissions crystal ball shows that the signs continue to point downwards.

Clear prospects

Emission limits for construction machinery



Where to next for emission limits?

The limits that diesel engines have to comply with regarding exhaust emissions have only been moving in one direction in recent years – sharply downwards. Constantly tightening restrictions constitute a Herculean task for engine designers. They have to fi nd ways of keeping diesel engines economical to run at the same time as producing ever lower emissions. Stage 4, the last phase of the current regulations, comes into force for construction machinery in 2014 and 2015. So the question arises: is that it now? Will the limits remain at this level? “It doesn't look that way,” said Dr Matthias Vesper, who coordinates advisory body and industry association work at Tognum. Nothing has been decided at this point, however, and the issues are being hotly debated by the various environmental committees. Nevertheless, MTU Report has gazed into the emissions crystal ball.

What is changing in Europe?> Up to now, engines with power outputs over 560 kW have not been subject to regulation. But things will not stay that way. “We are assuming that the European Union will lower the limits to the level of the American regulations, maybe even further,” explained Vesper.> Engines rated at less than 560 kW will very probably have to meet even stricter emission limits in future. “Although we don't know any fi gures yet, all the signs are that the EU will base Stage V on the Euro 6 emission limits for commercial vehicles,” said Ulrich Beutke, who, like Dr Matthias

Vesper, monitors the work of environmental standards committees. And those limits are something to behold: 0.4 g nitrogen oxide and 0.01 g soot particulates per kWh. Plus, there is a new, as yet unknown unit of measurement in the world of off -highway vehicles: the soot particulates no longer simply have to be within a specifi c weight limit, they also have to be below a specifi ed number. Expressed in fi gures, that maximum number of particles is 6x1011 per kWh. “The emission limits for commercial vehicles are so low that we will not be able to comply with them without a complex exhaust gas a� ertreatment system consisting of diesel particulate fi lter and SCR catalytic converter,” revealed Vesper.

When will this happen?Almost certainly not before 2019, but that remains speculation at this point in time.

What changes are planned in America?The US Environmental Protection Agency has been unusually quiet this past year. “That may be due to the presidential election,” observed Alan Pittel, who coordinates advisory committee work in America. He has heard Green House Gases regulations are of interest to EPA. Although, Pittel does not expect these to aff ect off road engine applications.

What are the emission limits like in Asia?As in Europe, engines with power outputs over 560 kW are not yet subject to regulation. Engines under 560 kW are currently subject to the China II emission limits. That will change to China III from 2015. The limits will then be at the same level as the European Stage 3A and US Tier 3 standards. As yet there has been no public discussion of a possible China IV legislation phase. However, governments in Asia can be expected to further limit emissions in view of the increasingly evident smog problems.

Do these limits apply everywhere?In general, yes, although some countries, cities and regions have introduced additional local regulations. In Switzerland, for example, all construction machines on all building sites must have diesel particulate fi lters. From 2015, London is expected to extend its Low Emission Zone to cover construction sites. And in New York City, Local Law 77 requires all diesel-powered construction machines to use only ultra-low sulfur fuel and to be fi tted with diesel particulate fi lters. “Standardized regulations which prevent these local ordinances would make it easier for us and our customers to develop and sell environmentally sound construction machines,” said Beutke.

Are gas engines an alternative?Gas engines will undoubtedly play a role in some construction machines with electric drive components– be it haul trucks, cranes or wheel loaders. Their big advantage compared with diesel engines without exhaust gas a� ertreatment is that they produce substantially lower nitrogen

oxide emissions and burn the fuel without producing soot or particulates. They can meet the current nitrogen oxide emission standards without using an exhaust gas a� ertreatment system. It is nevertheless likely that the emission limits will be tightened if gas engines become more widely used as vehicle power units. Depending on how things progress, exhaust gas a� ertreatment systems might then be needed.

WORDS: LUCIE MALUCKPICTURE: ROBERT HACK

To fi nd out more, contact:Dr. Matthias Vesper, [email protected]. +49 7541 90-3912

C&I

«We are assuming that the European Union will lower the limits to the level of the American regulations, maybe even further.»

Dr. Matthias Vesper, advisory body and industry association work coordinator

■ 2019 ■ 2014 ■ 2011 ■ 2006/2008 ■ 2002/2003

NOx-emissions

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→How do we make ...a crankcase

Tech

nolo

gy Series 4000 crankcase production


The crankcase is the engine’s skeleton – it holds the cylinders, numerous pipes and hoses run through it and innumerable engine components are mounted on it. But it does not only hold the other components, it also has to withstand enormous forces generated by pressures produced by combustion and the movement of the pistons. On top of this there is the oil fl owing through the crankcase at temperatures up to 100°. Extreme pressures and temperatures are one reason why absolute precision is required in production for a crankcase to be capable of withstanding the stresses. Equally important are the tolerances of a few hundredths of a millimeter. The manufacturing process demands extensive skills and experience. So how is a crankcase produced?

At the side of the machining zone in the center is the universal spindle unit. It moves the tool over the workpiece. The unit automatically selects the right cutting tool or drill bit for the machining stage concerned. And then it sets about the crankcase in seven diff erent workholding positions. Underneath a deluge of coolant-lubricant fl uid, the tools shave metal off surfaces and hone bores to the correct diameters. So that all points can be accessed, the crankcase is fi xed in a variety of positions on the pallet. “These fi xtures make sure that the unmachined crankcases do not tip over even when they are tilted at 45° or even 90°,” explains Christoph Speck, a Series 4000 production planner. For large surfaces, the milling and drilling tools can take up to four hours to complete the work in a single machining center. In total, 300kg of swarf


A 20-cylinder crankcase for a Series 4000 engine weighs 2.4 tonnes in unfi nished condition when delivered from the foundry. To the layperson it might appear ready for assembly at that point. A� er all, it already has the cutouts for the cylinders and piping. However, you would soon fi nd out in the assembly process that the matching attachments do not fi t. The cranksha� would rub, bolts would not hold. There are four production phases taking four to fi ve days between arrival of the anthracite-gray unmachined casting and completion of the shiny silver crankcase ready for assembly.

Milling cutters remove the skinIn that time the crankcase passes through three machining centers. Fixed on a variable base called a pallet, the crankcase is conveyed into each of the machining centers. They look like large white cabinets more reminiscent of a garage or a shipping container. But in fact they are high-tech, computer-controlled pieces of kit.

is removed. It is a process that demands high precision. The tolerances for the cranksha� and camsha� bearings, for example, allow for only 0.02mm divergence between bearing axes.

Hand-fi nished for fi nal inspectionAs versatile as the machining centers are, they cannot do everything required to fi nish a crankcase ready for assembly. Between the various machining stages, manual intervention by production technicians is regularly required for operations such as fi tting the bearing caps. “A lot of the work is done automatically by

Outwardly unremarkable, the machining centers just look like white cabinets. But inside they conceal high-tech machinery.

Milling cutters machine the blank casting under a deluge of coolant-lubricant fl uid, shaving off metal until the exact dimensions are obtained.

A fi nished crankcase has had 300kg of swarf removed from it.

the machines, but there is always a trained technician on hand to intervene if there are problems,” explained Speck. Experience is also required for tasks such as deburring, which involves manually cleaning up the machined edges using small hand tools. “Deburring can take as long as three hours,” said Speck. An endoscope is used to examine surfaces inside the crankcase that cannot be seen from the outside. A washing stage follows to remove dirt and metal shavings. The crankcase is then examined on a gaging machine for fi nal approval. The machine measure all characteristics critical to function and checks that the surfaces are within tolerance. Then there is a thorough visual inspection in which the crankcase is meticulously examined for swarf and other residues. Before being packed up for assembly,

the crankcase has sealing plugs fi tted in all the oil and coolant channel openings. Protected by packing to prevent corrosion, the crankcase waits only a few hours before being assembled into a complete Series 4000 engine.

WORDS: KATRIN BECKPICTURES: ROBERT HACK

To fi nd out more, contact:Christoph [email protected]. +49 7541 90-8465

An exclusive look at the U.S. Coast Guard’s newest ship

A class of its own

Mike Principato spent a day on the US Coast Guard's new patrol boat...

...and discovered that the new cra� are fi tted with every technical refi nement that the shipbuilding industry has to off er.

Mar

ine



Miami Beach, Florida: Azure sky frames a super-sized sun. At barely 10:00 on this December morning it’s already 80 degrees and beachgoers are tanning on powder-white sand. The scene is a living postcard of a surreally color-saturated tropical paradise. It’s an utterly beautiful day in South Florida, which is at the moment utterly lost on me because I’m too busy celebrating a much simpler pleasure: I am delighted to not be seasick.

Overjoyed, really. Because from my portside seat near two mounted machine guns on the United States Coast Guard (USCG) Cutter Bernard C. Webber, the “postcard” that is Miami Beach is disappearing fast on the horizon— and that horizon is going UP and DOWN and UP and DOWN, and every so o� en in an unnecessarily cruel test of the true limits of my digestive system, side to side.I should be seaweed-green with nausea but I’m not. Webber is at wide-open throttle making 28 knots through fi ve- to seven-foot seas and the sensation aboard is not unlike a very smooth and wet rollercoaster ride. But the 95,000 miles of U.S. coastline patrolled by the Coast Guard is no amusement park and Webber wasn’t built for my comfort. I’m merely a guest aboard the fi rst Sentinel Class Fast Response Cutter (FRC), lucky enough to get an exclusive fi rsthand look at a ship that’s bigger, faster, more technologically sophisticated and tougher than any similar class of Coast Guard cutter before it.

As I’d learned a month earlier when I visited Webber’s birthplace Bollinger Shipyards in Lockport, Louisiana, when it comes to building vessels for the high seas, there are ships, and then there are United States Coast Guard ships. On behalf of MTU Report, I witnessed how the new FRC is engineered and built to ensure rock-solid performance in the stormiest oceans, and how every weld, fastener and steel plate isn’t merely inspected and tested, but ruthlessly scrutinized for performance. With due respect to more ordinary seagoing cra� – meaning those that aren’t built to chase drug runners, defeat terrorists, and save recreational boaters from Mother Nature and occasionally, themselves – Coast Guard ships are of necessity built to a higher standard. I learned just how high that standard is from Bollinger vice president and general manager Scott Theriot, who hosted me on an exclusive inside look at the making of an FRC.

Birth of a Fast Response CutterDuring a daylong tour, Theriot led me on a journey through Bollinger’s sixty-acre Lockport

yard, tracing the 11-week manufacturing, assembly and testing route traveled by an FRC under construction. “The goal is to produce an FRC every eight weeks,” Theriot declares. A half-million square feet (46,500 square meters) of high-ceilinged, brightly-lit, contiguous industrial buildings houses 600 skilled tradesmen and most of the fourteen major stages required to build an FRC. In the early steps of that cellular manufacturing process, an enormous computer numeric controlled plasma cutter slices raw steel plate into components for superstructures and hulls. Fabrication departments bend, weld and assemble pipe, bulwarks, ladders, muffl ers and rails. Later, major subassemblies, or “modules,” as they’re known at Bollinger, take shape. Eventually, a shiny new FRC emerges from Bollinger’s paint booth in the Coast Guard’s instantly-recognizable white and red color scheme and is craned into the yard’s dock

for sea trials. Every step in the FRC’s journey through the yard is measured against established metrics in real time by a sophisticated so� ware program written by Bollinger’s own team I tell Theriot the process here reminds me of that used by general contractors to build houses. He pretends to think about it for a moment and then in his Louisiana drawl deadpans, “Well, yes. Building an FRC is a little like building a house, assuming that the house has to last for decades, cruise at 28 knots and function perfectly while getting pounded by ten- to twenty-foot seas.”

So much for analogies. Rightfully so, because not even the Palace of Versailles comes close to the complexity and fi nancial scope of the FRC program— and not just because palaces

The Bernard C. Webber is the fi rst of the new Sentinel Class vessels. It was launched in April 2011.

don’t fl oat. The FRC program is potentially worth billions of dollars, and with that kind of U.S. taxpayer money at stake, failure of any kind is not an option. From materials procurement to production and from builder’s sea trials to each vessel’s commissioning and beyond, everything on an FRC has to work, period. As Prime Contractor on the program it’s Bollinger’s responsibility to make sure it does.

“Gravity is your friend”If you’re an MTU Report reader, you may have been the kind of youngster who built models of ships, cars, planes or anything else that started as an intimidatingly large cardboard box full of rattling plastic parts. Remember the sense of personal satisfaction that accompanied the completion of each model’s hull section, axle assembly or fuselage? Every subassembly placed neatly on your parents’ card table was a

reassuring miniature milestone. That satisfaction is what I imagine Theriot must feel as we gaze at the hull sections, superstructures, deck portions and other major FRC components covering what is, metaphorically speaking, a card table roughly the size of two football fi elds. These gunmetal-gray modules will soon become much more than the sum of their individual parts when they are bolted and welded together to form an FRC. And unlike every plastic model I’ve ever built, I’m 100% certain Bollinger won’t have any mysterious le� over pieces. Theriot asks me if I notice anything unusual about the positioning of some of the modules. “You mean other than they’re upside down?”, I reply hesitatingly, wondering if perhaps the news might be an unpleasant surprise for him. “Correct. In effi cient


shipbuilding, gravity is your friend,” Theriot replies, clearly relieved his guest was paying attention. “We build, assemble, pipe and wire as many of the largest modules in an upside-down position as possible, mounting the assemblies on movable platforms we designed for the purpose. It’s a lot easier for our cra� smen to work looking down than when looking up.”

Theriot notes the FRC is faster than the aging 110-foot Island Class cutter it’s replacing in the Coast Guard fl eet, thanks to the FRC’s twin 20V Series 4000 M93L engines. “The MTUs have

Since meeting her today at the Coast Guard’s Base Miami Beach Station dock at the painfully early hour of 0600, she’s introduced me to her fellow offi cers and a handful of the enlisted crew. From Webber’s gourmet cook, Food Service Specialist Third Class Michelle Sacco, to Senior Chief Engineer Richard Libbey, I’ve noticed a pattern: This is a Coast Guard All-Stars cruise.

I say as much to McCaff erty, who modestly replies, “The crew here is very senior because Webber is fi rst-in-class of the FRCs,” and further notes the Coast Guard has a history of attracting the best and

We’re greeted by Miami-level heat and glare, with every visible surface spotless, burnished and gleaming. There’s little space to spare between the twenty-cylinder engines, exhaust manifolds, electronic controls, and enough piping and overhead cabling to plumb and wire my small home town. I recognize subassemblies from my Bollinger tour, including the deck plates I’m standing on. Scott Theriot is right, I think to myself; gravity really IS your friend in shipbuilding, especially when assembling an engine room.

Over the diesels’ steady soundtrack, Libbey shouts, “The Series 4000s perform really well and are very dependable. They’re way more technical than the older MTU engines on some of our other cutters, like the 87-footers, but they’re still simple to operate,” he says. “How simple?”, I shout back. “We start them up for a patrol by opening all the cooling valves and fuel valves, push a button and the engines start. We idle them for about thirty to forty-fi ve minutes. They’ll run on ten cylinders fi rst, and then all twenty kick in as the engines warm up. A� er that, we’re set. We simply monitor their performance during the patrols,” Libbey explains.

Bon VoyageMinutes later, McCaff erty fi nds me and says it’s time for me to prepare to return to Station Miami. Seven hours ago I worried I’d be spending the day running between the ship’s railings and the nearest head; now I’m surprised to fi nd myself sad to leave. I cheer up when McCaff erty explains how I’ll be departing Webber. It turns out my ride isn’t over a� er all— I’m just switching boats. I’m being shuttled back to shore on the very cool-looking rigid-hull infl atable housed in Webber’s stern ramp. Twenty minutes later, wearing a hardhat and neon- yellow life preserver, I’m seated behind the infl atable’s coxswain. A� er a series of rapid-fi re commands and confi rmations pass between him and the offi cers standing outside Webber’s bridge, the coxswain asks if we’re good to go.

WORDS: MIKE PRINCIPATO PICTURES: MIKE PRINCIPATO, US COAST GUARD

To fi nd out more, contact:Thomas [email protected]. +1 248 560 8272

the right horsepower-to-weight ratio and the company has a great history of building high-powered, lightweight engines,” adds Theriot.

Back onboard a “critical acquisition” Back aboard Webber, that power—5,095 horsepower per MTU engine— is being put to the test today. From the ship’s panoramic bridge, Commander Herbert Eggert gives orders to push the throttles while civilian technicians sitting nearby monitor engine and system performance. Today is the fi rst day of a seven-day patrol and once I’ve fi nally established my sea legs, I go on a little mission of my own, clambering down a gangway in search of my offi cial escort, Lieutenant Junior Grade Melissa McCaff erty. McCaff erty typifi es the overachievers in this cutter’s crew, most of who competed to win a coveted position on Webber’s 24-person team of twenty enlisted and four offi cers. A 2011 graduate of the elite U.S. Coast Guard Academy, McCaff erty is pleasantly direct, super-smart, and at the ridiculously young age of 24 seems perfectly at ease helping drive a brand new $88 million (US) ship.

brightest of America’s youth. McCaff erty believes the relatively small head count (42,000) of the Coast Guard combined with the USCG’s vast array of gear that fl oats or fl ies results in more leadership opportunities early in a Guardsman’s career.Senior Chief Libbey’s status as the highest-ranking enlisted crewmember on Webber seems to support her opinion. The 21-year veteran joined the Coast Guard fresh out of high school. Now 39, he’s a commanding presence in charge of the ship’s engines. Libbey says he began his career “cleaning bilges on a 378-foot Hamilton Class cutter.” Since those humble beginnings he’s steadily risen through the ranks, moving from ship to ship and o� en relocating his family from town to town. “It’s the life,” Libbey says simply, who quickly adds that the experiences he’s enjoyed would have been impossible in civilian life — including most recently a comprehensive four-week engine training course he attended at Tognum in Friedrichshafen, Germany and later at Tognum America’s Product Training Center in Canton, Michigan.

Libbey escorts me into the engine room, where the big MTUs are humming steadily in the background.

The Bernard C. Webber and its two sister ships are stationed in Miami.

Marine

The Bernard C. Webber is propelled by two MTU 20V-4000-M93L diesels each producing 4,300 kW of power.

The Sentinel Class cutters are built by the Bollinger shipyards in the USA.

MTU supplied not only the propulsion engines but also the Callosum ship automation system which continuously controls and monitors all parts and functions of the ship's mechanical and electrical equipment, thereby guaranteeing the reliability of the onboard systems.


MEM

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The US Coast Guard patrol boats in fi gures Length Overall: 154 feet (47 meters)Beam Overall: 25.4 feet (7.6 meters)Dra� : 9.5 feet (2.9 meters)Max. Speed/Range: 28 knots/ 2,950 nautical miles (5,464 kilometers) Crew: 20 enlisted, 4 offi cers

Main Propulsion: Two MTU 4,300kW 20V Series 4000 M93L MTU diesel engines, 5,095 horsepower eachArmaments and Technology: One Bushmaster remote-controlled 25 mm autocannon; four crew-served Browning .50 caliber machine guns. Fully interoperable command and control systems with USCG’s existing and future assets and with the U.S. departments of Homeland Security and Defense

Mobile generator set keeps shovels moving

The ultimate motivator


Ener

gy

Towering 70 feet high, rope shovels at mining sites in British Columbia’s Elk Valley perform gargantuan tasks. Electric utility power is needed while it excavates. And when it’s time for the shovel to move to the next pit, a mobile power source is called into duty—powered by a MTU Onsite Energy generator.

Teck Coal, Ltd. is used to doing big things. It operates several of the largest coalmines in North America, where massive amounts of overburden and coal are excavated with rope shovels and huge haul trucks. A rope shovel is one of the world’s largest mobile earth-moving machines. Since it excavates such huge amounts of material, its large bucket must be suspended from a crane by thick cables. By maneuvering the hoist and cables, it scoops up to up to 80 cubic yards of overburden and coal at a time. With just four passes, a rope shovel can fi ll up a 30-foot-tall 400-ton haul truck with ease.

Moving earth 365 days a year takes a lot of power. While the shovels are at work, they’re connected to a nearby electric substation and local utility power. Once it has stripped all the material in one area of the pit, , the shovel needs a generator set on wheels, called a mining motivator, to move to a new section.

All of Teck’s Elk Valley sites were sharing a single motivator. It had a good run, working tirelessly for 30 years. But Teck Coal needed an upgrade. Downtime costs were signifi cant and the motivator didn’t meet the power needs of Teck’s new shovels. “The old motivator was suffi cient for some of our older shovels, but it was severely underpowered for a lot of our new shovels,”said Mehul Joshi, P.Eng., electrical engineer for Teck Coal.

A new superpowerA more effi cient and powerful solution was needed. Joshi and his engineering team worked with Cullen Diesel Power Ltd., the local MTU Onsite Energy distributor, to custom design a motivator to Teck’s specifi cations. The team developed an innovative replacement, powered by a MTU Onsite Energy generator set.

The new motivator’s genset includes a 20V MTU Series 4000G83L engine, which meets EPA Tier 2 emission standards in accordance with Teck’s commitment to reduce greenhouse gas emissions. Its power output is rated at 7,200 volts and 2,575kW at an elevation of 1,300 meters (Teck Coal mines are in the lower elevations of the Rocky Mountains). “We had to make sure that the motivator would give the shovels ample power to run without stalling

out at the high elevations,” said Ethan Baily, a Cullen Diesel generator sales representative who worked on the new motivator design.

Weighing over 1,600 tons, Teck’s rope shovels aren’t easy to move. Since the new motivator is about 130 percent more powerful than Teck’s previous unit, it’s more than capable of meeting the 1,434kW peak power needs of the mine’s newest shovels. Most mining equipment is suitable for mining roads only; however, the Teck Coal motivator can be transported on public highways as well.

Staying productiveWhen Teck Coal’s rope shovels are in motion, it’s good for business. That includes the arduous trips between excavation pits. With Teck’s state-of-the-art motivator, powered by a MTU Onsite Energy generator set, the company is moving forward.

WORDS: CHUCK MAHNKENPICTURES: TECK COAL

To fi nd out more, contact:Ran [email protected]. +1 248 560 8064

An MTU Onsite Energy generator set supplies energy to mobile motivators for transporting rope shovels. The cable excavators need an external power supply while they are disconnected from the grid for transportation from one mine to the next.

Le� : The Canadian coal-mining corporation Tech Coal uses some of the biggest excavators in the world. Their buckets are so big that they have to be controlled by heavy steel cables on a boom.

United States

Canada

Alaska

Cuba

Elk ValleyVancouver

Toronto


Oil extraction in the North Sea

Anyone who works on oil platforms is exposed to danger. The helicopter fl ights to and from the rig; working with heavy equipment high above the water; handling corrosive chemicals – they all involve a degree of risk. And then there is the potential fi re hazard on the platform. Where do you escape to when you are surrounded by water? The British oil company BP has found a new solution to the problem. BP Clair Ridge consists of two platforms joined together by a bridge. One platform extracts the oil, the other accommodates the crew. If an explosion occurs on the drilling and production platform, the crew is far enough away and can be evacuated.

Decisive role in safety conceptAt present the two platforms are still under construction by the South Korean shipbuilders, Hunday Heavy Industries. The two colossal steel structures stand 280 meters high, which places them among the largest oil platforms in the world. The MTU power generators on each platform appear almost minute by comparison. But they play a decisive role in the safety concept. Each platform has an electricity generator set that springs into action if the main power supply provided by four gas turbines fails.“The two gensets don't provide enough electricity to keep producing oil,” explained MTU project manager Alexander Schiff mann. But that is not what they are there for. Their purpose is to ensure that the crew can be safely evacuated in an emergency and that there is no danger to human or other life if an accident happens.

Emergency backup gensets on quarters and production platformsOn the quarters and utilities platform, i.e. where the crew and the supply systems are housed, there is an emergency backup generator driven by a 20-cylinder Series 4000P83 engine. In terms of its external dimensions, it is the biggest ever built by MTU. The container housing the 2,380 kW genset along with its fuel tank, the air intake/extraction system, the fi re extinguishing equipment and the electric and hydraulic starter systems is almost 14 m long, 5.5 m wide and 4.2 m high. In an emergency, it can

The oil and gas corporation BP is building a new oil platform in the North Sea. Way off shore about 55 km west of the Shetland Islands. Inevitably, thoughts go back to the fi re on the Deepwater Horizon platform that sank in 2010. It was a disaster that cost eleven people their lives and caused environmental damage that the region is still battling to repair today. BP has learned lessons from the incident. Construction of the new BP Clair Ridge platforms has focused on one aspect more than ever: that of safety.


Emergency assistance

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Oil & Gas

Drilling and productionplatform7 Drilling rig8 Compression module9 Flare10 Separation unit (for separating

oil, gas, water and sand)11 Drill column

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Quarters and utilities platform1 Helipad2 Equipment handling crane3 Main power plant (four gas turbines)4 Crew quarters5 Lifeboats6 Connecting bridge

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supply all life-supporting systems with energy for 24 hours, which includes the starter systems for the main power generators, the platform lighting, the electrical emergency control systems such as pumps, electric motors and fans, and the communication system. “In the negotiations with BP, it was not the genset price that was the most important consideration but its reliability and quality,” said Alexander Schiff mann. The electrical components in the container are designed so that they cannot produce sparks. That ensures that even if gas gets into the container, the electrical equipment will not ignite it. On the outside, the genset is surrounded by a fi reproof enclosure with an A-60 rating. That means that it can withstand an external fi re for 60 minutes without the temperature inside rising more than 180° above the initial temperature.

Make-safe genset on production platformOn the other rig – the drilling and production platform – power backup is provided by an MTU make-safe genset driven by a Type 16V 4000P83 engine. This is the platform on which drilling and extraction of oil takes place, where water and sand is removed from it while still on the off shore rig, and from where it is pumped to shore via a pipeline. It is an energy-intensive business. Each of the four gas turbines generates 30 MW of electricity. The MTU genset produces only a fraction of the output: 1,500 kW. But that is enough to safely shut down the drill works in an emergency so that they do not abruptly come to a halt hundreds of meters below the surface.

Production starts in 2016As yet, the platform still consists of a large number of separate parts waiting to be assembled. The MTU gensets only recently arrived in Korea and are in the process of being installed among the plethora of steel piping and tanks. In the autumn of 2014 the fi nished platforms will be towed to their deployment site via the Indian and Atlantic Oceans on a heavy capacity pontoon. Cranes will then li� the two platforms onto the supporting columns that will previously have been concreted into the seabed. That will happen in April 2015; that much is certain. That is when the wind off the Shetland Isles is at its weakest, so BP aims to use that time to erect the platforms. One year later, oil production is due to start. The glutinous and steaming oil will be drawn from a constellation of 35 bore holes and through a web of piping up to the platform where it will be cleaned and then pumped ashore along a pipeline. Up to 120,000 barrels a day, 19 million barrels a year and 640 million barrels by 2050 will be extracted. “Our gensets are designed to start up reliably whenever required for at least the next 25 years,” said Alexander Schiff mann. For the safety of the crew and the surrounding ecosystems.

WORDS: LUCIE MALUCKPICTURES: BP, ØYVIND HAGEN - STATOIL ASA, ROBERT HACK

To fi nd out more, contact:Alexander Schiff mann, alexander.schiff [email protected]. +49 7541 90-6829


Measuring 14 m long, 5.5 m wide and 4.2 m high, this is the largest genset ever built by MTU.

If the main power supply fails, an MTU Series 4000 engine supplies 2,380 kW of electricity for life-supporting systems such as lighting and communication.

Oil & Gas


The essential guide to the oil and gas industry> HOW IS OIL CREATED? Mineral oil is created by underwater micro-organisms that sink to the bottom of seas and lakes when they die. Because there is no oxygen at such depths, the plankton does not decompose. Over time, sediments such as sand and clay mix with the plankton deposits. A layer known as sapropel is created which slowly sinks further and further below the surface. As it does so, it is subjected to increasing pressure and heat. At a depth of between 1,500 and 4,000 meters it ultimately turns into oil – the bonds in the large molecules of the source mineral break up and smaller hydrocarbons are created. And so a solid geological material turns into a viscous fl uid.

> How is oil extracted? Oil extraction passes through a number of phases over the life of a fi eld. In the primary phase, the internal pressure in the deposit is enough to force the oil out without assistance from artifi cial means. As the pressure diminishes over the period of extraction, it can be increased by pumping in pressurized water or natural gas using injection wells. This is known as the secondary extraction phase. The remaining, increasingly viscous and dense oil makes continued constant extraction diffi cult. So the pressure in the reservoir has to be artifi cially raised and the oil made to fl ow more freely. This can be achieved by injecting hot water, steam, nitrogen, carbon dioxide or other chemical solutions into the well.

> Is oil always accompanied by gas? Most oil wells produce gas as well as oil. If there are large quantities of gas, it is collected and piped ashore. Some of the gas is also used to generate electricity on the platform. Surplus gas is burned off by the fl ares.

> How much oil is there? At an estimated 1.6 billion barrels, worldwide oil reserves are at a record level. A further 3 billion barrels of resources are available. However, they are in areas where extraction is not fi nancially viable using the technology currently available. So the world is not running out of oil, at least not in the foreseeable future. For the last quarter of a century, the time at which reserves are predicted to run out has constantly been shi� ed 40 years into the future.

> How much oil is produced? In 2011, worldwide production of oil reached 3,995.6 million tonnes. The highest-producing countries were Saudi Arabia (525.8 million tonnes), Russia (511.4 million tonnes), the USA (352.3 million tonnes), Iran (205.8 million tonnes) and China (203.6 million tonnes). Together, those countries accounted for 45.1% of the world's oil production.

> What types of platform are there? There are various types of off shore platform. Fixed platforms have a concrete or steel base fi xed to the seabed. They can only be constructed where the water is no more than 520 m deep. Where the sea is up to 900 m deep, a compliant tower can be constructed. This type of platform stands on one or more steel supporting columns but is not permanently fi xed to the seabed and so can be transported by a cargo vessel. That requires it to be dismantled, however. A jack-up platform is easier to transport. This type has three to four steel legs that can be moved up and down vertically so that it can be towed from one well to another. To provide a fi rm footing, the platform legs – which can be as much as 150 m long – are lowered onto the seabed. A drilling barge is a fl oating pontoon. Ballast tanks keep it relatively still even in high storms and heavy seas. An anchor holds the pontoon in position over the well, which cannot be more than 1,800 to 3,000 m below the surface. If the water depth is greater, a drill ship has to be used which has its own engines to keep it in position.

> Which is the largest platform? The biggest drilling platform ever built is the Norwegian Sea Troll owned by Statoil. It has a displacement of one million tonnes. From its base to the tip of its gas fl are mast, it is 472 m high and, therefore, 148 m higher than the Eiff el Tower in Paris.

> Weather stations too? Drilling platforms frequently serve as weather stations as well. The data they collect helps to supplement the generally sparse information about the oceans for weather mapping.

> Are the gensets used? Health, Safety and Environmental Standards specify that emergency power supply generators and fi re extinguisher pump motors have to be tested once a week. To pass the test they have to be running at full power within 15 - 20 seconds of the startup signal. If they fail to do so and reliable operation is not guaranteed, the oil platform has to be evacuated.

MEM

O

■ Saudi Arabia ■ Russia ■ USA ■ Iran ■ China

International training

Dual

Nicolai Scharr is training to be an industrial mechanic in Friedrichshafen. He attends vocational college one or two days a week and on the other days learns how to manufacture and assemble engine components in the MTU training shop.

Tognum exports not only engines, propulsion systems and energy plants but also its training model. That is because MTU engines have long since been produced not just in Friedrichshafen but worldwide. “MTU engines made in China or America have to meet the same quality standards as if they were made in Germany,” explains Tognum's international training coordinator, Frank Rogall. Which is why he is establishing the German dual training model – a combination of theoretical education and practical vocational training – at the US production plant in Aiken. Nicolai Scharr from Friedrichshafen and Kiley Jones from Aiken demonstrate how comparable the training already is.

Nicolai Scharr from Friedrichshafen stands at the CNC milling machine deep in concentration. A few well-practised hand movements on the keyboard and the machine starts. The young man smiles with satisfaction. One more step towards being able to build an MTU engine himself. Nicolai Scharr is training to become an industrial mechanic at MTU in Friedrichshafen. “Engines have always fascinated me,” he recounts. At 19 years of age, he is just starting out on his professional career, but he already knows his way around an engine very well – he made a 2-stroke engine in the fi rst year of his apprenticeship. Now he is in the process of learning how to do computer-controlled drilling and milling on a CNC machine. Then next month things start to get really serious, because for the fi rst time he will be making parts that are actually used on MTU engines. At the end of his four-year apprenticeship he will then start assembling MTU engines with more experienced colleagues. Alongside his practical placement at MTU, he also goes to vocational college one or two days a week. As well as technology and materials science, his timetable also includes maths, sport, religious studies and English. “At college, we learn the theory of how engines work. At MTU we learn how to put them together in practice,” the trainee elucidates. He is happy not to have to go to school every day, however. He recognizes the importance of theory but enjoys the practical work much more. He is already impatient for the day when he will be able to build MTU engines as a fully qualifi ed industrial mechanic. And he will be just as happy whether he is placed in parts production, small or large engine assembly, a production plant overseas or in customer service. “We are trained for all engines and all jobs, so we aren't just qualifi ed for one particular operation. And we know why we are doing what,” he explains proudly, while placing the next blank part on the machine.


core Com

pany

Kiley Jones started his training at Aiken in summer 2012. He continues to attend high school but goes to the Aiken Technology and Career Center in the a� ernoons and does practical training at the MTU Aiken plant.

Kiley Jones in Aiken wants to be a mechanic too. He is one of the fi rst fi ve students being trained as mechanics at Tognum America's production plant in Aiken, South Carolina. The dual training system is still rare in the USA. In the mornings, the 16-year-old attends high school. In the a� ernoons, he receives technical training at the Aiken County Career and Technology Center. There he learns the same sort of things as Nicolai Scharr does at vocational college in Germany – how to read technical drawings or what the properties of diff erent materials are. “I like working with my hands,” Kiley Jones relates. A few times a week and in the school holidays, he works in the production department at MTU. There, experienced colleagues show him how to use a gaging machine or a CNC machine, for example. When he fi nishes high school in two years’ time, he will have two options: either to work as a basic industrial mechanic in production or do a two-year sandwich course at the Aiken Technical College with Tognum’s assistance with the aim of qualifying as an industrial mechanic with an associate degree. “For me, the training is a really good chance for me to not just train as a technician in the usual way here in America but to get a really thorough education working in the production department of such a big corporation,” recounts the American apprentice. Like Nicolai Scharr, he is already looking forward to making parts for MTU engines, working at an MTU factory abroad or traveling the world as a customer service engineer when he has completed his training. “This qualifi cation will open all the doors for me,” he says.

WORDS: LUCIE MALUCKPICTURES: STEFAN SÖLL, SCOTT WEBSTER

To fi nd out more, contact: Frank [email protected]. +49 07541 90-5478

Aiken

FriedrichshafenAtlantic Ocean The United

States

CanadaGermany

United Kingdom

Spain

Africa

It is 15 years since the fi rst Series 4000 engines were produced


Premiere: MTU unveiled the new 16V 4000 to the public at the 1996 SMM shipping industry show in Hamburg.

Dependable: one of the very fi rst Series 4000 engines produced still powers the fast ferry Isola di Capraia today along with three other MTU engines of the same type. Operated by Tirrenia, the ferry carries passengers and cars along the Adriatic coast.

Innovation: the Series 4000 was the fi rst large-scale, fast-running diesel engine to use the common-rail fuel-injection system.

His

tory

Ahead of its timeIt powers ships and locomotives, is the driving force in mining vehicles and generates energy in electricity generators. The Series 4000 is the all-rounder in the MTU engine range. With a choice of 8, 12, 16 or 20 cylinders, it develops between 800 and 4,300 kW of power at 2,100 rpm. To date, as many as 30,000 units have been produced. Fi� een years ago, these new-design engines revolutionized the world of fast-running high-performance diesels – they were the fi rst to feature a common-rail fuel injection system.

Among the fi rst high-speed ferries to receive one of the new MTU Series 4000 engines 15 years ago was the Isola di Capraia. Today, she is in service with the operator Tirrenia and plies between Termoli and the island of Tremiti in the Adriatic. A� er 21,000 hours of duty and a complete overhaul, the Type 16V 4000 M70 engine is still dependably powering the ferry. And that was what the developers were aiming for – an engine that would be reliable in operation as well as economical to run, powerful and environmentally friendly. The basic engine was to be adaptable to diff erent applications by the addition of suitable accessories and attachments. Dr Ralph-Michael Schmidt, project manager for the Series 4000 at the time, remembers very well working on the engine design, which also marked the beginning of the development partnership with Detroit Diesel, as it was then known: “Working with new colleagues across the ocean was something that both sides had to get used to in the beginning; but we put our diff erent ways of working to good use and between us we created a top-class engine.”

Common-rail fuel injection the technical highlightThe outstanding innovation on the new Series 4000 was its fuel injection system. Common-rail fuel injection was introduced on the Series 4000 at virtually the same time the technology was making its debut in the car industry. “Developing this system for large-scale, high-speed diesel engines really put us ahead of the fi eld,” emphasized Dr Ralph-Michael Schmidt. The new technology made it possible to improve combustion to the extent that the developers were able to adapt the parameters to produce ideal operating conditions at all points across the engine map. That meant it created entirely new scope for the design of new engines – injection timing, volume and progression could be controlled and varied by an electronic

engine management system. Compared with preceding systems, it produced substantially higher injection pressures even at low revs. Emission of soot particulates could thus be substantially reduced. Today, the third generation of the technology is now in use. “Common-rail fuel injection guarantees that MTU engines are powerful, economical, low-emission and fuel-effi cient,” pointed out Dr Schmidt.

WORDS: MARCEL ROTHMUNDPICTURES: TIRRENIA, TOGNUM GROUP ARCHIVE

To fi nd out more, contact:Dr. Ralph-Michael [email protected] Tel. +49 711 82609-20


Best-seller: to date MTU has produced and sold over 30,000 units of the Series 4000 engine for a variety of applications.


MTU Report editors on tour: Wolfgang Stolba felt the force of the wind on supply ships for wind farms (1).

Mike Principato got an exclusive insight into a new patrol boat for the US Coast Guard (2).

Lucie Maluck visited Swiss boulder-thrower Martin Laimbacher to fi nd out what strength and power felt like (3).

1 Industrial history wherever you goIt is the charm of Great Britain – everywhere you go you encounter history, even in the middle of everyday industrial life. And that is the way it was on a bright October morning in 2012 when, as part of my research for an article on wind-farm crew boats, I visited the South Boat shipyard in Cowes on the Isle of Wight. It is where they make the most up-to-date support vessels for off shore wind farms. And you can read that story on pages 30 to 33. But why does the massive 20 m-wide factory door have a gigantic union jack painted above it instead of the company logo? Because, so the shipyard owner tells me, the factory shed is a listed building. This is where the earliest British hovercra� were made, the fi rst of which entered service in 1959.

2 Proud of AmericaNegotiating the maze of government authorizations and security clearances required to visit a major U.S. defense contractor and then hitching a ride on their newest and most advanced ship was challenging. But not nearly as tough as saying goodbye to the United States Coast Guard’s new Fast Response Cutter (FRC) when my time onboard ended. The bosses at Tognum America’s Marine Defense Group have o� en told me warships and sailors have a uniquely personal relationship, and a� er having toured USCGC Webber’s birthplace a month before my ride-aboard, I understand why. Witnessing Bollinger Shipyards’ highly-sophisticated assembly process and relentless attention to detail reinforced the harsh reality of the FRC’s mission:

Protecting my homeland. During my too-short time on Webber, I never felt more proud of American manufacturing ingenuity and the amazing men and women who serve our nation. Read more on page 46.

3 Experiencing powerWhat does power look like? That was a question I asked myself when we started writing the fi rst articles. So I went to Switzerland to meet Martin Laimbacher. He throws boulders that are heavier than his own body weight. To do that, you need enormous muscles, or so I thought – quite mistakenly. When he opened the door to me at our fi rst meeting, I could hardly believe my eyes. He is not much taller than me, slightly built and his muscles were not at all obvious at fi rst sight. No, this cannot be what power looks like. Hardly conceivable that he really throws boulders. But he soon put me right on that score when we went out to his training track. I was amazed as soon as he raised the 85-kilo boulder in the air as if it were a trophy. And when he started running with it and launched it skywards my jaw must have dropped like the proverbial stone. This was not what I had expected. So force, strength and power were not things you could see – you had to feel them. A� er that, I tested out my own power. Martin Laimbacher gave me his lightest boulder; it weighs 15 kilos. He usually throws it with one hand. I had diffi culty just li� ing it off the ground. I did manage it though. And I even succeeded in throwing it – about two meters. But I felt no great sense of power doing so. ... By contrast, the full details of Martin Laimbacher's strength are revealed on pages 34 and 35.

Talk

ing

of...

3

21

Things our editors have been impressed by

A� erthoughts


Imp

rin

t

MTU Report The magazine of the MTU and MTU Onsite Energy brands PUBLISHED BY Tognum AG; Publisher's representative: Wolfgang Boller EDITOR IN CHIEF Lucie Maluck, e-mail: [email protected], Tel. +49 7541 90-2974 EDITORS Katrin Beck, e-mail: [email protected], Tel. +49 7541 90-6535; Bryan Mangum, e-mail: [email protected], Tel. +1 248 560-8484; Marcel Rothmund, e-mail: [email protected], Tel. +49 7541 90-2566; Wolfgang Stolba, e-mail: [email protected], Tel. +49 7541 90-3703 OTHER AUTHORS Chuck Mahnken, Roshaan Patel, Mike Principato EDITORS ADDRESS Tognum AG, Maybachplatz 1, 88045 Friedrichshafen DESIGN AND PRODUCTION designmanufaktur|ries, 88214 Ravensburg ORIGINATION Sigrid Hartmann, 88697 Bermatingen LITHOGRAPHY wagner ...digitale medien, 88690 Uhldin gen-Mühlhofen Printed By Druckerei Holzer, Weiler im Allgäu ISSN-Nr. 09 42-82 59, reproduction quoting source permitted. WEBSITE www.mtu-online.com

MTU Report online

You can fi nd the online version of MTU Report on the MTU Website at www.mtu-online.com under ’About MTU’/’MTU Report’ or in the App Keosk in the Apple Apstore.

Interested in getting news about the Tognum Group more o� en? In addition to MTU Report, you can also access our online newsletter MTU eReport which appears every two months with the latest information on the MTU and MTU Onsite Energy brands. Log onto www.mtu-online.com, “About MTU” tab, “MTU Report”.

Imprint

Talking of … … Power

You can fi nd out more about the diff erent ways of using power on pages 16 to 41.


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