MAN DIESEL & TURBO TrainMos II. Madrid-November-2.015 LNG and New Fuels for the Maritime Industry. Is the Technology Ready? Fernando Marcos +34 670 416 409 Fernando.Marcos@man.eu < 1 >
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. < 2 >
Regulation Wording 66 th MEPC session, London 2014 ECAs since 04/2014: US Coast: The amendments provide for the Tier III NOx standards to be applied [ ] on a ship constructed on or after 1 January 2016 and which operates in the North American Emission Control Area or the U.S. Caribbean Sea [ ] Possible ECAs (Baltic Sea, North Sea, Japan Coast) N-ECA 2016 Possible N-ECA before 2021 the Tier III requirements would apply [ ] when operated in other emission control areas which might be designated in the future for Tier III NOx control. Tier III would apply to ships constructed on or after the date of adoption [ ], or a later date as may be specified in the amendment designating the NOx Tier III emission control area. yachts (ships used solely for recreational purposes) of less than 500 gt constructed before 1 January 2021 do not need to comply with Tier III requirement, yachts of less than 24m no Tier III even after that date. Source: 66 th MEPC session, 31 March to 4 April 2014, London < 3 >
Regulation Differences between SOx & NOx ECA SO x -ECA NO x -ECA Augsburg Augsburg S-ECA Possible S-ECA N-ECA 2016 Possible N-ECA bevor 2021 Tier III Nox ECAs after 01/2016 (keel laying) US Coast + Caribbean Sea Possible ECAs migth be designated in the future (Baltic Sea, North Sea, Japan Coast) Source: 66 th MEPC session, 31 March to 4 April 2014, London < 4 >
Regulation Values and enforcement dates: NOx SOx - CO 2 (Efficiency) 5 Sulphur / % 4 3 2 1 0 S-ECA All vessels (old and new) S-Global NOx / [g/kwh] Tier I N-Global N-ECA Tier II Tier III Only newbuildings EEDI CO 2 (g/t.nm) Global Only US/Caribbean and local regulations. ie: SOx emissions in European ports. < 5 >
Industry drivers Efficiency & Environment Industry Drivers Efficiency Environment Strategy Prime Movers Abatement Fuels Propulsion Systems < 6 >
Industry drivers Efficiency & Environment Industry Drivers Efficiency Environment Strategy Prime Movers Abatement Fuels Propulsion Systems < 7 >
Efficiency is king Propulsion efficiency enhancers < 8 >
Industry drivers Efficiency & Environment Industry Drivers Efficiency Environment Strategy Prime Movers Abatement Fuels Propulsion Systems < 9 >
DeNO x Reduction Technologies 4-Stroke Tier III MDT 4-stroke Conventional SCR Tier III LNG - DF Tier III on gas SCR Tier III (Gas & Fuel) < 10 >
MAN SCR System Chemistry Selective Catalytic Reduction (SCR) < 11 >
MAN SCR-System Typical Layout < 12 >
MAN SCR-System From 430 kw up to 21.600 kw Standardized SCR packages Compact & flexible design SaCoS one Control Full IMO Tier III before 2016 from 430 21.000 kw Backpressure 15-20 mbar Engine and SCR controlled by Sacos According to IMO Tier III NOx-Limits T exh, urea dosing, NO x -out 430 kw 21,600 kw < 13 >
DeNO x Reduction Technologies 4-Stroke Tier III MDT 4-stroke Conventional SCR Tier III LNG - DF Tier III on gas SCR Tier III (Gas & Fuel) < 14 >
Four Stroke Dual Fuel Combustion process Diesel cycle (HFO, MGO, MDO) Gas mode with homogeneous and lean mixture (LNG, MN>70) Cylinder selective admission with optimal gas mixing pipe within the inlet port Pilot injection valve for ignition Liquid mode: >99% (Main Fuel) <1% (Pilot Fuel, DMA) Gas mode: >99% (Natural Gas) <1% (Pilot Fuel, DMA) < 15 >
Four Stroke Dual Fuel Engines Portfolio L+V 51/60DF L 35/44DF L 28/32DF L 23/30DF 6,7,8,9,12,14, 16,18 cyl. Main & Aux. Engine From 6 MW to 18 MW 6,7,8,9,10 cyl. Main & Aux. Engine From 3,1 MW to 5,3 MW 5,6,7,8,9 cyl. Aux. Engine From 1 MW to 1,8 MW 5,6,7,8 cyl. Aux. Engine From 0,6 MW to 1,2 MW < 16 >
DeNO x & DeSO x Reduction Technologies 4-Stroke Tier III MDT 4-stroke LNG-DF 4-Stroke (HSF) 4-Stroke (LSF) Tier III on gas SCR Tier III (gas & Fuel) SCR SCRUBBER Tier III SCR Tier III < 17 >
SO x Reduction Technologies Wet Scrubber Open loop Closed loop - Hybrid Wet scrubber Open Loop Wet Scrubber Closed Loop Wet Scrubber Hybrid System SO x -Reduction by sea water Reduction rate over 98% No auxilliary materials needed No water cleaning, just monitoring required SO x -Reduction by fresh water and caustic soda Reduction rate over 99% No discharge of poluted water Ability to cope with low alkalinity water Combination of open and closed system Running on sea water when possible (lowest costs) No waste water discharge whenever required Maximum flexibility < 18 >
SO x Reduction Technologies Wet Scrubber influencing factors Influencing factors for SOx reduction: Water temperature Partial pressure SO 2 Alkalinity Salinity < 19 >
DeNO x Reduction Technologies 2-Stroke Tier III MDT 2-stroke LNG or LPG or DF - ME-GI/ME-LGI HFO/MDO/MGO ME SCR (HP or LP) EGR SCR (HP or LP) EGR Tier III (Gas & Fuel) Tier III < 20 >
DeNO x Reduction Technologies 2-Stroke Tier III EGR: Exhaust Gas Recirculation < 21 >
EGR Exhaust Gas Recirculation From cars to ships. MAN Two Stroke Engine with EGR EGR is a standard in the car industry since 2.006 (Audi, Mercedes, Volvo, MAN, etc.) < 22 >
DeNO x Reduction Technologies 2-Stroke Tier III EGR Exhaust Gas Recirculation SCR Selective Catalytic Reduction < 23 >
DeNO x Reduction Technologies 2-Stroke Tier III < 24 >
DeNO x & DeSO x Reduction Technologies 2-Stroke Tier III MDT 2-stroke LNG or LPG or DF - ME-GI/ME-LGI ME (HSF) ME (LSF) SCR (HP or LP) EGR SCR (HP or LP) EGR SCR (HP or LP) EGR Tier III (Gas & Fuel) SCRUBBER Tier III Tier III < 25 >
Industry drivers Efficiency & Environment Industry Drivers Efficiency Environment Strategy Engines Abatement Fuels Other < 26 >
Alternative Fuels Why to consider an alternative fuel Meeting SOx requirements. Price. Price expectations. Logistics and bunkering. Cheaper in CAPEX when compared with scrubbers. Easy to retrofit. When fuel can be taken from cargo tanks. < 27 >
Alternative Fuels Alternative fuels are taking of. Fuel LNG LPG* Methanol Ethanol DME Ethane Diesel Liquid density (kg/m3) 430-470 455-550 796 794 670 447 860 Lower heating value (MJ/kg) 49.2 46 19.9 27 28.7 47 43 Boiling temperature(⁰c at 1bar) -162-43-(-1) 65 78-24.9-89.0 180-360 Vapour pressure (bar at 20⁰C) NA 8.5-2.2 0.13 0.059 5.3 38.3 <1 Critical temperature (⁰C) -82.6 97-152 239.4 241 127 32.2 435 Kinematic viscosity (cst at 20⁰C) NA 0.17-0.24 0.74 1.2 0.2 NA 2.5-3.0 Bulk modulus (bar at 50⁰C and PSupply) NA 1700-3600 8200 9000 5500 NA 15500 Engine type ME-GI ME-LGI ME-LGI ME-LGI ME-LGI ME-GI ME-C/B * LPG is a mixture of primarily propane (left) and butane (right). < 28 >
Alternative Fuels CO 2 Emissions Reduction Effective reduction of CO 2 Effective reduction of GHG only provided that there is no methane/propane/butane slip (Global Warming Potential (GWP100) of Methane is 34 times higher than CO 2 ) < 29 >
Emissions Reduction Alternative fuels & available technology Fuel Type MAN Engines SOx NOx NOx - Tier III GHG (*) Methane Slip Methane-CH4 (LNG/NG) MAN DF Four Stroke Otto Cycle ME-GI Two Stroke Diesel Cycle Ethane-C2H6 (LEG) ME-GI Two Stroke Diesel Cycle Ø Propane-C3H8 (LPG) ME-LGI Two Stroke Diesel Cycle Ø Butane-C4H10 (LPG) ME-LGI Two Stroke Diesel Cycle Ø Methanol-CH3OH (MeOH) ME-LGI Two Stroke Diesel Cycle Ø Ø Ø Yes on Gas Yes on fuel + SCR Yes on Gas & Fuel + EGR Yes on Gas & Fuel + SCR Possible without SCR or EGR Ethanol-C2H5OH ME-LGI Two Stroke Diesel Cycle Ø DME ME-LGI Two Stroke Diesel Cycle Ø Yes on Gas & Fuel + EGR Yes on Gas & Fuel + SCR Petrol/Gasoline-C8H18 ME-LGI Two Stroke Diesel Cycle = Biofuel MAN Four Stroke Conventional = Yes with SCR Low sulphur-(0,1%s) MAN Two Stroke Conventional = Yes with SCR Yes with EGR (*) GHG: Green House Gases. Methane Slip. (Unburned methane or gas released in the exhaust gases) Risk of formaldehydes emission in case of Otto Cicle (Catalyst Rector is needed) < 30 >
Alternative Fuels Engine Thermodynamic Cycle Matters Mr. Diesel s Process Diesel process maintained Power remain the same Load response unchanged No sensitive to high ambient Temp. No sensitive to methane number No pre-ignition / no knocking / no misfiring risk Insensitive to gas mixture Negligible methane slip Mr. Otto s Process Otto process gas-air pre-mix Power reduction needed Load ramp needed Sensitive to high ambient Temp Sensitive to methane number Pre-ignition / knocking risk / misfiring risk Gas mixture important Methane slip significant ME-GI is a Two-stroke Diesel Engine < 31 >
The Worlds first ME-GI Container Vessel Fuels Launching at NASSCO, USA, April 2015 Order details No. of ships: 2 + 3 options No. of engines: 2 + 3 Ship type: Container Capacity: 3100 Teu Engine type: 8L70ME-C8.2-GI GenSets: 3 x 9L28/32DF Builder: Doosan Yard: NASSCO Owner: TOTE Maritime Fuel type: HFO, MGO, NG < 32 >
LNG - ME-GI References Container Vessels RoRo Car Carriers Container Vessels ConRo PCTC: 10 + 8 (optional) vessels TOTE MARITIME 2 + 3 x 3.100 teu Container Ship MATSON NAVIGATION 2 + 3 x 3.600 teu Container Ship CROWLEY 2 x ConRo 2.400 teu BRODOSPLIT 2 + 2 x 1.431 teu Container Ship WALLENIUS & NYK 2 x LNG PCTC < 33 >
The Worlds First ME-LGI Methanol Engine Shop Test at Mitsui, Japan, June 2015 Order details No. of ships: 2 + 1 options No. of engines: 2 + 1 Ship type: Methanol carrier Capacity: 50,000 dwt Engine type: 7S50ME-B9.3L-GI Builder: Mitsui Yard: MNS Engine delivery year: 2015 Fuel type: HFO, MGO, Methanol < 34 >
ME-LGI Results from delivery test 7S50ME-B9.3-LGI - Mitsui, May 2015 Combustion performance : Emission Efficiency 3 Methanol engines are delivered by Mitsui 4 Methanol engines from HHI-EMD is on the way Tier III fulfillment potential < 35 >
ME-GI-Ethane Order 3 x 36K cbm. LEG Carrier for Hartmann Hartmann Reederei Sinopacific Shipyard 3 x 36K cbm. LEG Carrier TIER II 7G50ME-C9-GI-Ethane (MES) 400 bar injection pressure Alpha CPP with Kappel design Shaft Alternator System Delivery: 2015/16 < 36 >
Glossary DF ECA EEDI EGR G ME HFO HSF Kappel LNG LSF MCR MDO MDT ME ME GI ME LGI MGO MN NECA PBCF SaCoS SCR SCR HP SCR LP SECA Dual Fuel Emission Control Area Energy Efficiency Design Index Exhaust Gas Recirculation MAN Diesel & Turbo two stroke G type (Green) engine, elecronic controlled (ME) Heavy Fuel Oil High Sulphur Fuel MAN Diesel & Turbo propietary design of highly efficient propeller Liquefied Natural Gas Low Sulphur Fuel Maximum Continuous Rating Marine Diesel Oil MAN Diesel & Turbo MAN Diesel & Turbo two stroke engine elecronic controlled (ME) MAN Diesel & Turbo Dual Fuel two stroke engine Gas Injection (GI) MAN Diesel & Turbo Dual Fuel two stroke engine Liquid Gas Injection (LGI) Marine Gas Oil Methane Number NOx Emission Control Area Propeller Boss Cap Fin MAN Diesel & Turbo propietary engine Safety and Contol System Slective Catalitic Reactor Slective Catalitic Reactor High Pressure Slective Catalitic Reactor Low Pressure SOx Emission Control Area < 37 >
Do you have any questions? Fernando Marcos MAN Diesel & Turbo España S.A.U. Fernando.Marcos@man.eu +34 670 416 409 < 38 >