MAN DIESEL & TURBO - On The MoS Way · MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015 3 Regulation Wording 66th MEPC session, London 2014 ECAs since

1< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015

TrainMos II. Madrid-November-2.015

LNG and New Fuels for the Maritime Industry. Is the Technology Ready?

Fernando Marcos

+34 670 416 409

[email protected]

MAN DIESEL & TURBO


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.

Disclaimer


RegulationWording 66th 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)

…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.

N-ECA 2016

Possible N-ECA before 2021

Source: 66th MEPC session, 31 March to 4 April 2014, London


RegulationDifferences between SOx & NOx ECA

Augsburg

N-ECA 2016

Possible N-ECA bevor 2021

Augsburg

S-ECA

Possible S-ECA

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: 66th MEPC session, 31 March to 4 April 2014, London

SOx-ECA NOx-ECA


Regulation Values and enforcement dates: NOx – SOx - CO2 (Efficiency)

0

1

2

3

4

5Sulphur / %S-ECA S-Global

NOx / [g/kWh]N-Global N-ECATier I

Tier II

Tier III

Only US/Caribbean

All vessels (old and new)

Only newbuildings

… and local regulations. ie: SOx emissions in European ports.

EEDI – CO2 (g/t.nm) Global


Industry drivers Efficiency & Environment

Industry Drivers

Efficiency Environment

Strategy

Prime Movers Abatement Fuels

PropulsionSystems



Industry Drivers


Strategy


PropulsionSystems


Efficiency is kingPropulsion efficiency enhancers



Industry Drivers


Strategy


PropulsionSystems


DeNOx Reduction Technologies4-Stroke Tier III

MDT 4-stroke

Conventional

SCR

LNG - DF

Tier III

Tier III on gas

SCR

Tier III (Gas & Fuel)


MAN SCR SystemChemistry – Selective Catalytic Reduction (SCR)


MAN SCR-System Typical Layout


MAN SCR-SystemFrom 430 kW up to 21.600 kW

430 kW 21,600 kW

StandardizedSCR packages

SaCoSone

ControlFull IMO Tier IIIbefore 2016

from 430 – 21.000 kW Engine and SCR controlled by SacosTexh, urea dosing, NOx-out

Compact & flexible design

Backpressure 15-20 mbar According to IMO Tier III NOx-Limits



MDT 4-stroke

Conventional

SCR

LNG - DF

Tier III

Tier III on gas

SCR

Tier III (Gas & Fuel)


Diesel cycle (HFO, MGO, MDO)

Gas mode with homogeneous andlean mixture (LNG, MN>70)

Cylinder selective admission withoptimal gas mixing pipe within theinlet port

Pilot injection valve for ignition

Liquid mode: >99% (Main Fuel)<1% (Pilot Fuel, DMA)

Gas mode: >99% (Natural Gas)<1% (Pilot Fuel, DMA)

Four Stroke Dual FuelCombustion process


Four Stroke Dual FuelEngines Portfolio

L+V 51/60DF• 6,7,8,9,12,14,

16,18 cyl.• Main & Aux.

Engine• From 6 MW to

18 MW

L 35/44DF• 6,7,8,9,10 cyl.• Main & Aux.

Engine• From 3,1 MW

to 5,3 MW

L 28/32DF• 5,6,7,8,9 cyl.• Aux. Engine• From 1 MW to

1,8 MW

L 23/30DF• 5,6,7,8 cyl.• Aux. Engine• From 0,6 MW

to 1,2 MW


DeNOx & DeSOx Reduction Technologies4-Stroke Tier III

MDT 4-stroke

LNG-DF 4-Stroke (HSF)

SCR

4-Stroke (LSF)

SCR

SCRUBBER

Tier III on gas

Tier III

Tier III SCR

Tier III

(gas & Fuel)


Wet scrubber Open Loop

SOx-Reduction by sea water

Reduction rate over 98%

No auxilliary materials needed

No water cleaning, just monitoringrequired

SOx Reduction Technologies Wet Scrubber – Open loop – Closed loop - Hybrid

Wet Scrubber Closed Loop

SOx-Reduction by fresh water and caustic soda

Reduction rate over 99%

No discharge of poluted water

Ability to cope with low alkalinity water

Wet Scrubber Hybrid System

Combination of open and closedsystem

Running on sea water when possible(lowest costs)

No waste water discharge wheneverrequired

Maximum flexibility


SOx Reduction Technologies Wet Scrubber – influencing factors

Influencing factors for SOx reduction:

Water temperature

Partial pressure SO2

Alkalinity

Salinity



MDT 2-stroke

LNG or LPG or …DF - ME-GI/ME-LGI

SCR(HP or LP)

EGR

HFO/MDO/MGOME

SCR(HP or LP)

EGR

Tier III (Gas & Fuel) Tier III


DeNOx Reduction Technologies2-Stroke Tier III – EGR: Exhaust Gas Recirculation


EGR is a standard in the car industry since 2.006 (Audi, Mercedes, Volvo, MAN, etc.)

MAN Two Stroke Engine with EGR

EGR – Exhaust Gas RecirculationFrom cars to ships.


EGR Exhaust Gas Recirculation

SCR Selective Catalytic Reduction





DeNOx & DeSOx Reduction Technologies2-Stroke Tier III

MDT 2-stroke

LNG or LPG or …DF - ME-GI/ME-LGI

SCR(HP or LP)

EGR

ME (HSF)

SCR(HP or LP)

EGR

ME (LSF)

SCR(HP or LP)

EGR

SCRUBBERTier III (Gas & Fuel) Tier III

Tier III



Industry Drivers


Strategy

Engines Abatement Fuels Other


Alternative FuelsWhy 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.


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).

Alternative FuelsAlternative fuels are taking of.


Alternative FuelsCO2 Emissions Reduction

Effective reduction of CO2

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 CO2 )


Fuel Type MAN Engines SOx NOx NOx - Tier III GHG (*)Methane Slip

Methane-CH4 (LNG/NG)MAN DF Four Stroke Otto Cycle Ø Yes on Gas

Yes on fuel + SCR

ME-GI Two Stroke Diesel Cycle Ø

Yes on Gas & Fuel + EGRYes on Gas & Fuel + SCR

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 Possible without SCR orEGR

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 + SCRPetrol/Gasoline-C8H18 ME-LGI Two Stroke Diesel Cycle =

Biofuel

Low sulphur-(0,1%S)

MAN Four Stroke Conventional = Yes with SCR

MAN Two Stroke Conventional = Yes with SCRYes 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)

Emissions ReductionAlternative fuels & available technology


ME-GI is a Two-stroke Diesel Engine

Mr. Diesel’s Process 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

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

Alternative FuelsEngine Thermodynamic Cycle Matters


Order details

No. of ships: 2 + 3 optionsNo. of engines: 2 + 3Ship type: ContainerCapacity: 3100 TeuEngine type: 8L70ME-C8.2-GIGenSets: 3 x 9L28/32DFBuilder: Doosan

Yard: NASSCO

Owner: TOTE MaritimeFuel type: HFO, MGO, NG

The Worlds first ME-GI Container Vessel Fuels Launching at NASSCO, USA, April 2015


TOTE MARITIME2 + 3 x 3.100 teu Container Ship

MATSON NAVIGATION2 + 3 x 3.600 teu Container Ship

BRODOSPLIT2 + 2 x 1.431 teu Container Ship

CROWLEY2 x ConRo 2.400 teu

WALLENIUS & NYK2 x LNG PCTC

Container Vessels – ConRo – PCTC: 10 + 8 (optional) vessels

LNG - ME-GI ReferencesContainer Vessels – RoRo – Car Carriers


Order detailsNo. of ships: 2 + 1 optionsNo. of engines: 2 + 1Ship type: Methanol carrierCapacity: 50,000 dwtEngine type: 7S50ME-B9.3L-GIBuilder: MitsuiYard: MNSEngine delivery year: 2015Fuel type: HFO, MGO, Methanol

The Worlds First ME-LGI Methanol EngineShop Test at Mitsui, Japan, June 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 ¡¡

ME-LGI Results from delivery test7S50ME-B9.3-LGI - Mitsui, May 2015


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

ME-GI-Ethane Order3 x 36K cbm. LEG Carrier for Hartmann


Glossary

DF Dual FuelECA Emission Control AreaEEDI Energy Efficiency Design IndexEGR Exhaust Gas RecirculationG‐ME MAN Diesel & Turbo two stroke G‐type (Green) engine, elecronic controlled (ME)HFO Heavy Fuel OilHSF High Sulphur FuelKappel MAN Diesel & Turbo propietary design of highly efficient propellerLNG Liquefied Natural GasLSF Low Sulphur FuelMCR Maximum Continuous RatingMDO Marine Diesel OilMDT MAN Diesel & TurboME MAN Diesel & Turbo two stroke engine elecronic controlled (ME)ME‐GI MAN Diesel & Turbo Dual Fuel two stroke engine Gas Injection (GI)ME‐LGI MAN Diesel & Turbo Dual Fuel two stroke engine Liquid Gas Injection (LGI)MGO Marine Gas OilMN Methane NumberNECA NOx Emission Control AreaPBCF Propeller Boss Cap FinSaCoS MAN Diesel & Turbo propietary engine Safety and Contol SystemSCR Slective Catalitic ReactorSCR HP Slective Catalitic Reactor High PressureSCR LP Slective Catalitic Reactor Low PressureSECA SOx Emission Control Area


Fernando Marcos

MAN Diesel & Turbo España S.A.U.

[email protected]

+34 670 416 409

Do you have any questions?

Documents

MAN DIESEL & TURBO - On The MoS Way · MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015 3 Regulation Wording 66th MEPC session, London 2014 ECAs since