ME-GI/ME-LGI Applications and references

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1 Japanese Yard s Seminar Copenhagen September, 2016 ME-GI/ME-LGI Applications and references René Sejer Laursen Promotion Manager, ME-GI ReneS.Laursen@man.eu < 1 >

2 Dual fuel concepts ME-GI vs. ME-LGI Difference between ME-GI and ME-LGI Only the fuel injection and fuel supply system. ME-GI: High pressure gas supply system Common rail type injection Necessary injection pressure 300bar (Methane) - 380bar (Ethane) Fuel types: Methane, Ethane ME-LGI : Liquid gas fuel supply system ME type injection, i.e. concept similar to conventional HFO injectors Necessary injection pressure bar Using pressure booster to lower the supply pressures Liquid Fuel Types: Methanol, Ethanol, LPG, DME < 2 >

3 Latest achievement FAT of 7G50ME-GIE at Mitsui for Ethane gas operation. < 3 >

4 Dual fuel engine reference list Orders including options No. of engines Type Mk. Gensets 5 S 90 ME-C-GI G 70 ME-C-GI 9.5, x 7L35/44 DF 5 L 70 ME-C-GI x 9L28/32 DF 4 S 70 ME-C-GI 8.2, 7 6 x 9L28/32 DF 6 S 50 ME-C-GI 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 6 G 50 ME-B-LGIM S 50 ME-B-LGIM G 60 ME-C-GIE G 50 ME-C-GIE 9.5 Total dual fuel engines including options 165 engines Total power main engine Total dual fuel 2-Stroke in service 3.02 GW 12 engines RASA/EELSP < 4 >

5 Dual Fuel ME-GI Vessels Delivered World's First LNG Powered Containership in Service, 8L70ME-GI Worlds First ME-GI LNG Carrier M/V Creole Spirit, 2 x 5G70ME-GI in DSME < 5 >

6 First Succesfully Commissioned ME-GI Retrofit Project Q-Max m 3 LNG Length: 345 m Breadth: 54 m Depth: 27 m The Nakilat ME-GI Project Succesfully Comissioned Conversion of 2 x 7S70ME-C to ME-GI engine x 2 The Team Celebrates Gas Fuel Trials on Q-Max Ship MV Rasheeda, 2 x 7S70ME-GI < 6 >

7 First succesfully seatrial on Methanol completed Vestfall Larsen The ME-LGI Project Succesfully Completed Seatrial with 6G50ME-LGI Operating on Methanol Worlds First ME-LGI Methanol Carrier M/V LINDANGER Bergen, < 7 >

8 ME-GI-Ethane orders 3 x 35k & 5 x 85K cbm. VLEC for Hartmann Ethane burning Engine : Hartmann Reederei Sinopacific Shipyard 3 x 35k cbm. Ethane Carrier 6G50ME-GI-E, TII, MES Dalian Shipyard 5 x 85K cbm. Ethane Carrier 6G60ME-C9.5-GI-E, TIII, HHI 400 bar injection pressure EGR system for TIII < 8 >

9 Latest orders ME-GI Engines for New LNG Carriers Ordered by Maran Gas Maritime New orders announced at Posidonia exhibition Daewoo Shipbuilding & Marine Engineering (DSME) has signed new contracts with Maran Gas Maritime and Maran Tankers Management for the construction of two ME- GI powered LNG carriers and two VLCCs, both shiptypes with a number of options. Maran Gas Maritime has already four ME-GI powered LNG carriers on order at DSME. World s First LNG-Powered Bulker with ME-GI Prime Mover Announced After a period of negotiation, Korean shipowner, ILSHIN and HMD (Hyundai Mipo Dockyard Co., Ltd.) have signed a shipbuilding contract for a 50,000 dwt bulk carrier. As a world first for the segment, the vessel will be powered by an MAN B&W 6G50ME-C9.5-GI engine, to be built by HHI-EMD who will also supply the ME-GI and fuel gas supply system. < 9 >

10 Typical CO2 emission from 2-stroke engines. Only Methane produces additional GHG via slip. g CO2/kWh < 10 >

11 Methane slip from Dual Fuel Engines 3. Third IMO GHG Study 2014 Executive Summary and Final Report For Otto-cycle engines the methane slip during actual operation will be higher. During load change the methane slip increases significantly and will add to the GHG emission. This effect is not considered for public figures used by manufactures of otto-cycles engines. At sea with a direct coupled propeller - load change is the normal. < 11 >

12 Global Warming Potential, 20 years Diesel vs Otto Case study Diesel vs. Otto : Engine type: Combustion method MAN B&W 5G70ME-C9.5-GI Diesel cycle Win G&D 5X72DF Otto cycle SMCR (kw) RPM 70 Load ( % ) 25% 50% 75% 100% fuel consumption (g/kwh) 42,7 MJ/kg 169,1 161,8 157,5 161,4 Gas consumption ( g/kwh) 50 MJ/kg 128,2 126,7 125,6 131,8 Pilot fuel ( g/kwh) 42.7 MJ/kg 15,4 9,7 7,4 6,1 MDO equivalent ( g/kwh) 42.7 MJ/kg 165,5 158,1 154,5 160,4 CO2 emission fuel oil ( g/kwh) 541,12 517, ,48 CO2 emission gas mode ( g/kwh) 401,8 379,5 369,1 381,97 methane slip 0,5 0,41 0,35 0,35 GHG ( 20 years time span 86 ) 444,8 414,76 399,2 412, % 50% 75% 100% 182,8 173,9 172,9 181, , ,1 7,2 3,6 2,4 1,8 177,0 170,0 166,3 164,7 584,96 556,48 553,28 579,52 418,55 400, ,6 387, ,55 658, ,6 645,475 GWP (Global Warning Potential in CO 2 equivalents), values from the latest two IPCC reports and for the two most commonly used timeframes: GWP 20 years GWP 100 years 2007 IPCC IPCC IPCC: Intergovernmental Panel on Climate Change and < 12 >

13 Global Warming Potential, 20 years Diesel vs Otto GHG emission 5G70ME-C9.5-GI GHG emission % GHG reduction CO2 emission in Fuel oil mode CO2 emission in Gas mode GHG emission in gas mode GHG emission % 50% 75% 100% GHG emission 5X72DF 25% 50% 75% 100% 11 % GHG increase!! CO2 emission in Fuel oil mode CO2 emission in Gas mode GHG emission in gas mode ME-GI - Dual Fuel done right < 13 >

14 Methane slip & Formaldehydes Any correlations? All hydrocarbons, even the simplest of them all, Methane burns with a number of stable and unstable intermediates. Formaldehyde (HCHO) is a stable intermediate that forms in cold regions of the flame at temperatures from deg C. Also in the exhaust gas system temperatures of deg C are present, so there part of the methane slip is being turned into formaldehydes. It is estimated that approx. 10 % of the methane turns into formaldehydes. Emission of formaldehyde, being carcenogenic, is regulated in some countries. The diesel cycle combustion takes place at some 1300 deg C, and neither methane slip or formaldehyde of any significance will occur in the exhaust gas. < 14 >

15 Next step the ME-LGIP Why to consider LPG as a fuel? LPG is widely accepted Meeting SOx requirement ( Max. 0.1 % sulphur ) Potential fuel cost savings ( Cheaper than MGO ) Cheaper in first cost when compared to a downstream SOx scrubber solution Speculation in future fuel cost variation An easy retrofit solution When fuel can be taken from cargo tanks. Savings of both time and fees for fuel bunkering < 15 >

16 Challenges for fuelling NON LPG carriers? Not really! How to bunker LPG? 1. Solution - Old LPG carriers could operate as bunker stations! 2. LPG Bunkering Intermediate tank on quay Suggestíon solution by Kosan Crisplant < 16 >

17 On Top of the World 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. < 17 >

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