News & Updates on MAN Dual Fuel Engines. Colin Peesel Sales Manager Engine & Marine Systems Inspectors Day Bremen,

Transcription

1 News & Updates on MAN Dual Fuel Engines Colin Peesel Sales Manager Engine & Marine Systems Inspectors Day Bremen, MAN Diesel & Turbo [optional: Brand] Author Current topic < 1 >

2 Agenda 1 Introduction and motivation for Dual Fuel technology 2 2-Stroke Dual Fuel engines 3 4-Stroke Dual Fuel engines 4 LNG competence of MAN Cryo 5 Outlook < 2 >

3 Agenda 1 Introduction and motivation for Dual Fuel technology 2 2-Stroke Dual Fuel engines 3 4-Stroke Dual Fuel engines 4 LNG competence of MAN Cryo 5 Outlook < 3 >

4 Introduction and motivation for Dual Fuel technology IMO regulations today Regulations on SOx in (S)ECA US Coasts, Caribbean Sea, Baltic- & North Sea, English Channel Regulations on NOx in (N)ECA US Coasts, Caribbean Sea, Baltic- & North Sea (2021), English Channel (2021) Picture: Maritime Propulsion discussed ECAs: Coasts of Mexico, Coasts of Alaska and Great Lakes, Singapore, Hong Kong, Korea, Australia, Black Sea, Mediterranean Sea, Tokyo Bay < 4 >

5 Sulphur content in [%] NOx emissions in [g/kwh] (<130rpm) Introduction and motivation for Dual Fuel technology Latest emission reduction levels in shipping ,5 IMO TIER III (New Ships - ECA) IMO TIER III (New Ships new ECA) ,5 3 2,5 2 IMO TIER II (New Ships) S Level II (All Ships) S Level IV (All Ships - Global) ,5 1 S Level III (All Ships - ECA) 6 4 0,5 S Level I (All Ships - ECA) S in [%] global S in [%] in ECA NOx in [g/kwh] Baltic & Northsea (< 130rpm) NOx in [g/kwh] in ECA (< 130rpm) < 5 >

6 Introduction and motivation for Dual Fuel technology Drivers for a fuel change Compliance with regulations Operational benefits Dual Fuel Image Fundings < 6 >

7 Introduction and motivation for Dual Fuel technology Fuel price comparison 40,00 Price / MWh 37,40 35,00 30,00 25,00 30,83 25,58 Gas Oil is 20% more expensive than LNG 20,00 15,00 10,00 HFO is 17% less expensive than LNG 5,00 0,00 LNG Rotterdam GO Rotterdam HFO Rotterdam LNG price based on TTF (Title transfer facility) (winter season) Status Figures from March 2018 < 7 >

8 Introduction and motivation for Dual Fuel technology Dual fuel technology principles Dual fuel engines always need a medium which ignites the injected gases. Between 1-3% of pilot oil (HFO / MGO) is required. Dual fuel engines can follow different working principles Diesel principle (2-Stroke engines) + Efficiency / Low OPEX + Negligible Methane slip + Multi fuels possible Otto principle (4-Stroke engines) + Investment costs / Low OPEX + Low raw emissions + Low gas injection pressure < 8 >

9 Agenda 1 Introduction and motivation for Dual Fuel technology 2 2-Stroke Dual Fuel engines 3 4-Stroke Dual Fuel engines 4 LNG competence of MAN Cryo 5 Outlook < 9 >

10 2-Stroke Dual Fuel Engines What is the ME-GI Engine? The ME-GI is derived from the industry standard M series of engines More than 22,000 M engines in service Diesel-cycle high fuel efficiency ~50% versus much lower for other engine types High fuel flexibility burns all gas grades without derating. Burns all fuel types High reliability same as fuel engines No derating because of knocking danger Negligible Methane GHG slip No Formaldehyde formation in exhaust Gas becomes too expensive and operation is switched to oil - the ship is still competitive on fuel oil < 10 >

11 2-Stroke Dual Fuel Engines ME-GI under development Mk.2 MAN Diesel & Turbo is designing the new ME-GI Mk.2 with main targets: First costs (CAPEX) Operational costs (OPEX) Less on-engine components Removal of valves on gas block Eliminate double wall return piping onengine Easier engine installation Reduction of pilot oil consumption down to 1% (currently 3%) Individual cylinder cut-out Easier and controlled gas return after stop New purging method Reduction of shipyard s cost < 11 >

12 2-Stroke DF Dual Engines Fuel Engines ME-GI / ME-LGI Gas Fuel Mode Operational benefits Gas Mode No fuel slip No knocking problems Insensitive to gas fuel (MN) Unchanged load response Operation profile as conventional Diesel engine Conventional Mode News: Pilot oil amount of 3% reduced to 1% (ME-GI Mk.2), Load on gas from 10% load < 12 >

13 2-Stroke Dual Fuel Engines ME-GI Mk.2 Cylinder cut-out Individual cylinder cut-out for improved gas operation availability Szenario ME-GI Mk.1 ME-GI Mk.2 Incident Cylinder gas failure during gas operation Impact Stopp of gas operation on engine. Switch to Diesel mode. New impact Stop gas operation on affected cylinder. Operation continues on fuel oil. < 13 >

14 2-Stroke Dual Fuel Engines Reference list 03/2018 No. of engines Engine type Mk. Gensets 5 S 90 ME-C-GI G 90 ME-C-Gl 9.5, S 80 ME-C-GI S 70 ME-C-GI 7, 8.2, x 9L28/32 DF 132 G 70 ME-C-GI 9.2, x 7L35/44 DF 5 L 70 ME-C-GI x 9L28/32 DF 2 S 60 ME-C-GI S 50 ME-C-GI 8.2, G 50 ME-C-GI x 7L28/32 DF / 4 x 5L28/32 DF 4 G 45 ME-C-GI X 5L23/30 DF / 8 x 8L23/30 DF 11 G 50 ME-B/ME-C LGIM 9.3, S 50 ME-B-LGIM G 60 ME-C-GIE G 50 ME-C-GIE G 60 ME-C-LGIP 10.5 Total dual fuel engines including options Total power main engine Total dual fuel 2-Stroke in service 210 engines 4 GW 47 engines < 14 >

15 2-Stroke Dual Fuel Engines Summary: ME-GI benefits ME-GI engine is available for gas operation in the whole layout diagram LNG tanks of smallest volume possible due to superior efficiency of the engine If gas might become too expensive and operation is switched to oil - the ship is still competitive on fuel oil Zero methane slip makes ME-GI a green solution > accumulated operations hours on gas Insensitive to gas quality - no efficiency penalty < 15 >

16 Agenda 1 Introduction and motivation for Dual Fuel technology 2 2-Stroke Dual Fuel engines 3 4-Stroke Dual Fuel engines 4 LNG competence of MAN Cryo 5 Outlook < 16 >

17 4-Stroke Dual Fuel engines Propulsion and Generating engines Product programme Direct Propulsion + Generating Sets Generating Sets 51/60DF 6L 18V kW* 28/32DF 5L 9L kW *51/60DF in power (1.050kW/cylinder) and efficiency (1.150kW/cylider) version available 35/44DF 6L 10L kW 23/30DF 5L 9L kW < 17 >

18 4-Stroke Dual Fuel engines Exhaust Emissions Diesel vs. Gas CO2 NOx SOx PM - 20% - 85% > 99% > 99% Emission value [%] Diesel operation Gas operation 4-Stroke DF engine offers IMO Tier III and SOx compliance in gas mode without any further exhaust after treatment < 18 >

19 4-Stroke Dual Fuel engines Operating Modes Diesel Mode 99 % Liquid Fuel HFO or MDO (DMA, DMB) + ~ 1 % Pilot Fuel MDO (DMA, DMB) Gas Mode 99 % Gas Fuel Vaporized LNG + ~ 1 % Pilot Fuel MDO (DMA, DMB) < 19 >

20 4-Stroke Dual Fuel engines Engine Characteristics Fuel Mode Transfer State of the art: MAN 51/60DF & MAN 35/44DF Diesel Mode Diesel Mode Engine start / stop in diesel mode Main fuel + pilot oil injection Fuel transfer diesel gas in about 2 min. Transfer Gas Mode Gas Mode Engine start / stop in gas mode Gas fuel + pilot oil injection Operation in gas mode w/o time limit for loads 10% - 100% MCR Overload capability of 10% for regulating purposes Quick change over gas diesel in emergency case 0% MCR 0% MCR 100% MCR 110% MCR for regulating purposes 0 RPM nominal RPM nominal RPM nominal RPM Maximum flexibility between Diesel and Gas operation across entire load range < 20 >

21 4-Stroke Dual Fuel engines Reference list 04/2018 LNG Carrier 19 Vessels 76 x 51/60DF, 8 x 35/44DF Con-Ro 2 Vessels 6 x 28/32DF Bulk Carrier 4 Vessels 12 x 23/30DF TSHD 1 Vessel 3 x 35/44DF PCTC 4 Vessels 12 x 28/32DF Offshore 1 Vessel 12 x 8L51/60DF Container 8 Vessels 15 x 28/32DF 1 x 51/60DF 6 x 35/44DF FSRU 4 Vessels 16 x L51/60DF Fishing 1 Vessel 1 x 51/60DF Cruise Liner 3 Vessels 15 x 51/60DF 183 x MAN 4-stroke DF engines powering different types of vessels < 21 >

22 Agenda 1 Introduction and motivation for Dual Fuel technology 2 2-Stroke Dual Fuel engines 3 4-Stroke Dual Fuel engines 4 LNG competence of MAN Cryo 5 Outlook < 22 >

23 LNG competence of MAN Cryo History Founded as an acetylene company in 1908 First cryogenic tank built 1956 Member of the AGA-Group in 1966 Independent company within AGA 1971 Member of the Linde-Group 2000 Member of MAN Diesel & Turbo 2016 Employees approx. 75 in total Gothenburg, Sweden Workshop Area 4,000 m² Lay Down Area approx m² < 23 >

24 LNG competence of MAN Cryo System overview on board LNG Tank Tank Connection Space (Vaporizer, Pressure Build-up Unit) Main DF Engine Aux DF Engine Gas Valvue Unit Bunker Station Glycol Water Skid MAN Scope of Supply < 24 >

25 LNG competence of MAN Cryo Applications and markets Multi Purpose Offshore Vessel Ro-Ro/Passenger Ship Sales regions Norway 65% Text Off-shore supply vessel Fire Fighting Vessel France 7,5% Fishing Support Vessel Special-purpose Vessel Icebreaker Others 6% Germany Poland 2,5% 4% Turkey 7,5% Finland 7,5% 40 delivered fuel gas systems Vertical & horizontal type C tanks From 23m³ up to 2 x 400m³ < 25 >

26 3-6 bar(g) natural gas supply LNG competence of MAN Cryo Functional PID - Benefits BOG Boil of gas LNG line Main engine Type C LNG Tank Aux. engine P~ 6bar(g) Boiler Pressure-buid-up vaporizer for tank pressure control LNG vaporizer Easy BOG Handling No Rotating Equipment Own Vaporizer & PBU Design Outer vessel function as secondary barrier < 26 >

27 LNG competence of MAN Cryo Selected references Tallink, High speed RoPax ferry, 2x300 m3, horisontal tanks Finnish Icebreaker Polaris, 2x 400m3, vertical tanks SeaRoad, RoRo ferry, Mobile LNG fuel gas tanks World s first LNG fishing trawler < 27 >

28 Agenda 1 Introduction and motivation for Dual Fuel technology 2 2-Stroke Duel Fuel engines 3 4-Stroke Dual Fuel engines 4 LNG competence of MAN Cryo 5 Outlook < 28 >

29 Outlook What comes next? Emissions in shipping will be more and more regulated (IMO / Paris Convention - Greenhouse gas targets etc.) Next to SOx, NOx and CO2 (EEDI), CH4 (Methaneslip) is under discussion for regulation Fine particle emissions come more in focus (PM) Utility and therefore availability of alternative fuels will increase Multifuel engines (LNG & LPG & Liquid Fuel) for max. flexibility 0 Emission zones will be introduced (i.e. Norwegian Fjords) < 29 >

30 Questions + Answers Thank you time and interest Stay curious < 30 >

31 Disclaimer All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions. < 31 >

32 Do you have any more questions? Dipl.-Ing. Colin Peesel Sales Manager Roßweg Hamburg Colin.Peesel@man.eu < 32 >