© MAN Diesel © MAN Diesel

Large Marine Diesels in Challenging Times CIMAC Circle , Marintec 2009

Kjeld AaboDirector Two-stroke Promotion

© MAN Diesel

What goes in must come out

< 2>

Heat

Work

Air 8.5 kg/kWh

21% O2 79% N2

Fuel 175 g/kWh 97% HC

3% S

Lube 1 g/kWh 97% HC

2.5% CA0.5% S

Exhaust gas 13.0% O2 75.8% N2 5.2% CO2

5.35% H2 O

1500 vppm NOx 600 vppm SOx

60 ppm CO 180 ppm HC 120 mg/Nm3 part.

© MAN Diesel

History and Future for SFOC and NOx

3334808.2009.01.29 (LSP/LB)

Year

SFOC g/kWh

Ideal Carnot cycle

Full-rated De-rated

84VT2BF180K98FF

KGF

GB/GBEGFCA

MC/MC-C

NOx

NOx g/kWh

SFOC

0

50

100

150

200

250

1940 1960 1980 2000 2020

10

20

ME/ME-C/ME-B

2007

3.4

5

© MAN Diesel

IMO NOx Limit Curves Tier I, II & III

Tier I: (global)

Tier II: 2011 (global)

Tier III: 2016 (ECA’s)

- 20 %

- 80 %

1990-1999 enginesTier I

4

- 15 %

© MAN Diesel

Tier III Candidate Technology

Tier III candidate technology:

WFE (Water/Fuel Emulsion)

SAM (Scavenge Air Moisturization)

EGR (Exhaust Gas Recirculation)

SCR (Selective Catalytic Reduction)

5

Turbochargercompressor outlet

Seawaterinjectors

Freshwaterinjectors

Fresh water drain

Flow changecyclone waterseparator

WMC Sea water drain

Turbochargercompressor outlet

Seawaterinjectors

Freshwaterinjectors

Fresh water drain

Flow changecyclone waterseparator

WMC Sea water drain

© MAN Diesel

SCR or EGR for Tier III Compliance

6

Possibilities EGR, EGR+WIF or SCR

•Decisive factors:

•Applicable for ME and MC

•Sailing time and pattern in ECA’s

•Fuel types and prices

•Discharge of wash water

•NaOH/Urea logistic

MAN Diesel will go both ways

3330171/20030429 (3001/UM)

© MAN Diesel

SCR System

< 7>L/71835-9.0/0801 (2160/PZS)

32

1

5

6

78

4

Deck

1 SCR reactor2 Turbocharger bypass3 Temperature sensor after SCR4 Large motors for

auxiliary blowers5 Urea injector6 SCR bypass7 Temperature sensor

before SCR8 Additional flange in exhaust

gas receiver

6S35MC

© MAN Diesel

Principal Sketch of the EGR Prototype System

83335433.2008.04.09 (NK/LDA)

© MAN Diesel

MAN Diesel EGR Unit for 7S50MC

< 9 >

….to reality:

EGR scrubber

EGR cooler & WMCCooling water pipes

EGR gas pipe/s- exhaust receiver to scrubber

EGR gas pipes - scrubber to cooler

EGR shutdown valve

© MAN Diesel

IMO & CARB Fuel-Sulphur Content Limits

© MAN Diesel 11

1. Singapore

5. South Korea, Busan

9. Germany, Hamburg

10. China, Qingdao

6. Netherl., Rotterdam

2. China, Shanghai

8. Taiwan, Kaohsiung

7. UAE, Dubai

3. China, Hong Kong

4. China, Shenzhen

existing ECAs: Baltic Sea, North Sea

planned ECAs: Coasts of USA, Hawaii and Canada

Top Container Ports :

discussed ECAs: Coasts of Mexico, Coasts of Alaska and Great Lakes, Singapore, Hong Kong, Korea, Australia, Black Sea, Mediterranean Sea (2014), Tokyo Bay (in 2015)

Most used trading routes

Emission Trend Emission restricted areas by IMO – ECAs in 07/2009

© MAN Diesel 12

Aalborg Industries & DFDS Exhaust gas scrubber retrofit project

RO RO vessel M/V Tor Ficaria

JPA / LEO

•20MW MAN B&W two-stroke engine•Operating in SECA on MDO•Exhaust gas scrubber permits HFO operation•Expected payback time less than two years

© MAN Diesel

MAN Diesel’s Investigation in Scrubber Technology

13

Participants Scrubber principle Ship test

Clean Marine & MAN Diesel Cyclone scrubber

Aalborg Industries, Alfa Laval,

DFDS and MAN Diesel

Absorption scrubber known from

inert gas units

APMM and MAN Diesel “bubble” bath scrubber

© MAN Diesel 14

ME-GI: Gas and Pilot Oil Injection

© MAN Diesel

Alternative Fuel for Container Ships ME-GI Engine for LNG

3336366.2009.07.31 (LS/OG)

ME-GI main engineLNG tank

LNG fuel supply system

CO2 (gram per tonne mile) 23% 35% 33%

NOx (gram per tonne mile) 13% 13% 80%

SOx (gram per tonne mile) 92% 92% 94%

Engergy (gram per kWh) 0% 12% 10%

Particulate matter (mg per m3) 37% 37% 48%

Reduction with ME-GIReduction with ME-GI + WHR

Reduction with ME-GI + WHR+EGR

15

?

© MAN Diesel (LEE/CSU)

Provide technology to obtain:

30% reduction af CO2

90% reduction af SOx

90% reduction af Nox

All aspects of ship transportation must be taken into account (engine, hull, painting, service, harbour, logistics….)!

Green Ship of the FutureTargets

© MAN Diesel 23

Exhaust Gas Waste Heat Recovery System

Main engine

Exhaust gas receiverShaft motor/generator

Diesel generators

Switchboard

Emergencygenerator

Superheatedsteam

Exh. gas boiler

Turbo-chargers

Generator,AC alternator

Reductiongearbox

Steamturbine

Reduction gearwith overspeedclutch

LPHP

Exh. gasturbine

Steam for heatingservices HP

LP

3332588.2009.05.06 (LEE4/BGJ)

© MAN Diesel

Low sulphur fuel

Use of low-sulphur crude oil, but limited availability

Blending of fuels is a possibility, and is done today

Desulphurisation of HFO

According to the major fuel companies :Much better investment to build high-efficient refineries that can produce more valuable products such as gasoline, diesel and LPG than to build desulphurisation plants for HFO.

© MAN Diesel

Low-sulphur Fuel Operation

Engine

Compatibilityof mixed fuels!

Tank systemconsiderations!

Viscosity!

OilBN10-40-70!

Fuel change-over unitHigh S% Low S%

© MAN Diesel

Mixing Two Different Fuels Case story

Before separator

Bunker sample

Density @ 15C 928.0 932.4

Viscosity @ 50°C 19.5 22.1

Water 0.2 <0.10

MCR 9 10

Sulphur 1.24 1.54

TSP 0.34 0.01

Total sediment accelerated U/F

Vanadium 92 100

20

0.60

Source: DNVPS

~ A fuels stabillity reserve

MAN Diesel / Charlotte Røjgaard 2008-11-06

© MAN Diesel

Low-sulphur Fuel Operation

Engine

Compatibilityof mixed fuels!

Tank systemconsiderations!

Viscosity!

OilBN10-40-70!

Fuel change-over unit!High S% Low S%

© MAN Diesel

Low-sulphur Fuel Operation

Engine

Compatibilityof mixed fuels!

Tank systemconsiderations!

Viscosity!

OilBN10-40-70!

Fuel change-over unit!High S% Low S%

© MAN Diesel

Low-sulphur Fuel Operation

Engine

Compatibilityof mixed fuels!

Tank systemconsiderations!

Viscosity!

OilBN10-40-70!

Fuel change-over unit!High S% Low S%

© MAN Diesel 2009.02.25 (LD/MZP)

Design of fuel pumps

Wear of Plunger and Barrel

Fuel Volume of the ex. fuel system

Isolation of the fuel system

Design of external fuel pumps

Conclusion ;

Each ship needs to test sensitivity to fuel viscosity above the min. 2 cSt.

Install a cooler or Chiller if necessary.

Different individual factors on engines and ex. Fuel system, have an influence on capability to operate on low viscosity fuels.

Fuel pump high pressure leakage mainly generated at cut off holes

© MAN Diesel

Slow Steaming T/C Cut-out Concept

253336373.2009.08.06 (LD/MZP)

T/C cut-out

1 of 3 T/C, 66% power

1 of 4 T/C, 75% powerCut-out at stopped or dead slow engine condition

Development on ME engines

Stage 1: Manual adjustment of ME engine

controlStage 2: Fully integrated system

with interlock to ME ECS

Scavenging air receiverCooler

Exhaust gas receiver

Cooler Cooler

© MAN Diesel < 26

Let Nature Prevail.Sea Transport with

MAN B&W MC and ME