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1< >MAN Diesel & Turbo LRJ/LDR2016.14.09
MTCC Latin America – November 2018
Alternate Fuels for Large Engines
MAN Energy Solutions
Alternate Fuels for Large Engines
Les Gingell
Vice President, Marine Sales
MAN Energy Solutions
2< >MAN Diesel & Turbo LRJ/LDR2016.14.09
We have alternate fuel engines in all
of the 2 stroke engine sizes
12K98ME82MW-C
6S35ME5.2MW
4< >MAN Diesel & Turbo LRJ/LDR2016.14.09
The 2018 Two-Stroke Engine Program
All available as Dual Fuel Engines, GI or LGI
5< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Why alternate fuels?IMO meeting regarding CO2 reduction
IMO meeting conclusions:
- A minimum reduction in carbon intensity per transport work of 40%
by 2030 compared with 2008, with the aim of reaching 70% by 2050.
- A reduction in greenhouse gas emissions from ocean shipping by at
least 50% by 2050 compared with 2008.
We will address this by having an initial focus on
reduction of methane and VOC emissions, with later focus
on carbon free fuels, such as hydrogen, ammonia and
methanol
6< >MAN Diesel & Turbo LRJ/LDR2016.14.09
The New MAN B&W ME-LGIP Engine
03
.0
Lars R. Juliussen – Research
Centre Copenhagen – ©2018
6
First world ME-
GI
demonstration
test at RCC,
Copenhagen
Engine delivery
for TOTE
Maritime
Ethane
development
ME-GI retrofit of Nakilat
Development
of ME-LGI
Engine delivery
for TEEKAY
LNGLPG test rig at
RCC
1st sea trial on
methanol
ME-GI/E
PVU
at RRC
1st sea trial on
ethane
Demonstration
test at HHI
Demonstration
test at MES
More than 10.000 ethane
operating hours on 2 vessels
LPG tightness- &
function test at RCC
LGIP cylinder
installed
on research engine at
RCC
20162012 2013 2014 2015 20182011 2017
First order of MAN
B&W
6G60ME-LGIP
engines by Exmar
7< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Fuel Types
Residual
ME / MC
Distillates
ME / MC
ULSFO
ME / MC
Methane
ME-GI
Methanol
ME-LGIM
LPG
ME-LGIP
Ethane
ME-GIE
Biofuel (2nd+3rd
gen.)
ME / MC
MAN Diesel & Turbo supports all
8< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Gas FuelsGaseous Gases (LNG, Ethane +)
Liquid Gases (MeOH, LPG +)
Two-Stroke Gas Engine TechnologiesME-GI and ME-LGI
Gas Engine
Technologies
ME-GI (Gas Injection)
ME-LGI (Liquid Gas Injection)
9< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Total dual fuel engines including options 246 engines
Total power main engine 4.9 GW
Total dual fuel 2-Stroke in service 55 engines
No. of engines Engine type Mk. Gensets
5 S 90 ME-C-GI 10.5
12 G 90 ME-C-Gl 9.5, 10.5
4 S 80 ME-C-GI 9.5
6 S 70 ME-C-GI 7, 8.2, 10.5 6 x 9L28/32 DF
150 G 70 ME-C-GI 9.2, 9.5, 10.5 8 x 7L35/44 DF
5 L 70 ME-C-GI 8.2 15 x 9L28/32 DF
2 S 60 ME-C-GI 10.5
8 S 50 ME-C-GI 8.2, 9.5
5 G 50 ME-C-GI 9.5 8 x 7L28/32 DF / 4 x 5L28/32 DF
4 G 45 ME-C-GI 9.5 4 X 5L23/30 DF / 8 x 8L23/30 DF
11 G 50 ME-B/ME-C –LGIM 9.3, 9.5, 10.5
3 S 50 ME-B-LGIM 9.3
18 G 60 ME-C-GIE 9.5
3 G 50 ME-C-GIE 9.5
10 G 60 ME-C-LGIP 10.5
Methane
Methanol
Ethane
LPG
15/09/2018 RASA/SEL
Orders Including Options
10< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Dual fuel concepts
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
500-600bar
•Using pressure booster to
lower the supply pressures
•Liquid Fuel Types: Methanol,
Ethanol, LPG, DME
ME-GI vs. ME-LGI
Difference between ME-GI and ME-LGI
Only the fuel injection and fuel supply system.
11< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Two-Stroke Alternate Fuel MarketDual Fuel Contracting of Total Contracting
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028
% -
DF
En
gin
es
of
To
tal
Tw
o-S
tro
ke
C
on
tra
cti
ng
Vessel Contract Year
% - DF Engine Development of Two-Stroke Shipbuilding
Contracting (#Ships)
Tankers
VLCC's
Bulkers
Container vessels
LNGC
LPGC (LPG as Fuel)
Total
Jan 2018 Source: FMS/Dept EELC
13< >MAN Diesel & Turbo LRJ/LDR2016.14.09
What is the ME-GI /GIE Engine?
The ME-GI is derived from the industry’s
standard MC and ME engine
Proven design, >20,000 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 slip – not a GHG contributor
The only two-stroke dual fuel engine with significant
operating experience.
14< >MAN Diesel & Turbo LRJ/LDR2016.14.09
High Pressure (Diesel Cycle) vs
Low Pressure (Otto Cycle) Injection
ME-GI is a two-stroke Diesel engine
Mr. Diesel’s Process(high-pressure injection)
Mr. Otto’s Process
(low-pressure injection)
3338198.2012.03.05 (LS/OG)
Diesel process maintained
Power remains the same
Load-response unchanged
No pre-ignition/no knocking
Insensitive to gas mixture
Negligible methane slip
NOx reduction to Tier III level by
EGR and/or SCR
ME can be retrofit to ME-GI
Otto process requires gas-air pre-mix
Derating required due to pre-
ignition/ knocking risk
Load ramp needed
Gas mixture important
Methane slip significant
Lower NOx due to low efficiency
Can be retrofit only if excess capacity
is installed initially (20% larger
engine, larger fuel tanks, etc.)
15< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Benefits of Diesel-type (high pressure injection) versus
Otto-type (low pressure injection) combustion
ME-GI and ME-LGI Gas Technologies Dual Fuel Combustion Concept
Combustion concept Diesel cycle Otto cycle
Power density Unchanged Power reduced
Gas mode efficiency Increased Unchanged
Diesel mode efficiency Unchanged Reduced
Gas quality/requirements (LCV) Insensitive Sensitive
Methane number dependent No Yes
Pilot fuel oil (amount) MDO/HFO (1-3%) MDO (approx. 1%)
High ambient temperature Insensitive Sensitive
Combustion processes Diesel process Premixed
Cylinder max. pressure variations Stable and low Unstable and high
Knocking during load change None Possible
Misfiring None Possible
Methane slip 0.1% of SFOC 2-4% of SFOC
GWP Reduced by 20% Increased
Scavenge air receiver explosion risk No Yes
Crankcase explosion risk No Yes
Exhaust receiver explosion risk No Yes
16< >MAN Diesel & Turbo LRJ/LDR2016.14.09
The Diesel cycleME-GI / ME-GIE
• EFFICIENCY: Lowest consumption in liquid and gas measured in
operation with full derating capabilities to further reduce SGC and SFOC.
• GHG EMISSIONS: METHANE SLIP is nearly nil. (otto cycle engines
release unburned gas which greatly contributes to global warming).
• METHANE NUMBER: Invulnerable to gas quality.Engine adjustment not
necessary between LNG’s
• TIER III: In liquid and gas operation with EGR or SCR.
• PERFORMANCE: No loss of power or performance, during load change.
• SAFETY: ”Gas free” crankcase scavenge air receiver and exhaust receiver.
17< >MAN Diesel & Turbo LRJ/LDR2016.14.09
ME-GI Combustion Principle
The ME-GI engine is
an dual fuel engine
Diesel combustion
process
High efficiency
Main injection
Pilot injection
18< >MAN Diesel & Turbo LRJ/LDR2016.14.09
ME-GI DevelopmentCombustion Concept
From actual footage (colorized)
Yellow = pilot oil
Blue = gas fuel
Conventional slide fuel valve
Gas fuel valve
High pressure safety valve
Gas distribution channel (yellow)
Gas distributor block
Gas chain link double-walled pipes
1
2
3
45
6
7
1
2
3
4
5
6
7
19< >MAN Diesel & Turbo LRJ/LDR2016.14.09
High-speed imaging: Pilot+Gas
Frames/second: 5600
Exposure time: 19 ms
Diesel pilot
Gas flame
20< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Gas injection valves
Blow-off valve
Purge valve
Gas block
ELWI valve
ELWI valve
Window valve
ME-GI ConceptComponents on Cylinder Cover - Overview
21< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Fuel
type
NOx
potential
NOx,
Tier III
SOx PM CO2 Fuel
cost
Fuel
availability
CAPEX
incl.
tanks
Conven-
tional
nozzle
HFO,
3.5% S
Ref. Tier II Ref. Ref. Ref. Ref. ↑↑↑↑↑ $
Slide
valve
HFO,
3.5% S
Similar ↓ 76% Similar ↓ 40% Ref. Ref. ↑↑↑↑↑ $
0.5% S Similar ↓ 76% ↓ 86% ↓ 87% ↓ 3% ↑↑ 2020: ↑↑↑↑ $
0.1% S Similar ↓ 76% ↓ 97% ↓ 93% ↓ 6% ↑↑↑ ↑↑↑↑↑ $
LNG ↓ 20-30% ↓ 76% ↓ 97% ↓ 93% ↓ 30% ↓ ↑↑ $$$$
Ethane ↓ 20-30% ↓ 76% ↓ 97% ↓ 93% ↓ 22% ↓↓ ↑ $$$
LPG ↓ 10-15% ↓ 76% ↓ 97% ↓ 93% ↓ 18% → ↑↑↑ $$
Methanol ↓ 30-40% ↓ 76% ↓ 97% ↓ 93% ↓ 12% ↑↑↑↑ ↑↑↑ $$
EmissionsExpected reduction of emissions for same engine setting
22< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Fuel type LNG Ethane Methanol LPG
Heat capacity 49200 kJ/kg 47500 kJ/kg 20000 kJ/kg 46000 kJ/kg
Density 425 kg/m3 550 kg/m3 800 kg/m3 580 kg/m3
Volume factor
( ref. MDO)1,83 1,47 2,40 1,44
FGSS cost
15 MW
2,5 mill.USD 2,8 mill.USD 0,5 mill.USD 1,0 mill.USD
Availability + - ++ +++
Engine price +25 % + 25 % +25 % +25 %
Fuel Price
(ref. MGO)
++ +++ + ++
Gas type Summary
23< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Alternative FuelsEmissions Reduction Estimation
NOx SOx PM CO2
LNG 20-30% 90-97% 90% 24%
LPG 15-20% 90-97% 90% 10%
• Compared to Tier II engine operating on HFO and conventional fuel
valve, and HFO pilot oil
24< >MAN Diesel & Turbo LRJ/LDR2016.14.09
ME-LGIFuel properties
• Below table shows the properties of some different liquid gas fuels with
Diesel as a reference. Compared to Diesel the viscosity of the fuels is
much lower hence lubrication, of the moving parts, will be
necessary.
• In general the flash point is below 60⁰C except for Diesel.
• At atmospheric conditions LPG and DME is in the gas phase.
Fuel LPG* Methanol Ethanol DME Ethane Diesel
Liquid density (kg/m3) 455-550 796 794 670 447 860
Lower heating value (MJ/kg) 46 19.9 27 28.7 47 43
Boiling temperature(⁰C at 1bar) -43-(-1) 65 78 -24.9 -89.0 180-360
Vapour pressure (bar at 20⁰C) 8.5-2.2 0.13 0.059 5.3 38.3 <1
Critical temperature (⁰C) 97-152 239.4 241 127 32.2 435
Kinematic viscosity (cSt at 20⁰C) 0.17-0.24 0.74 1.2 0.2 NA 2.5-3.0
Bulk modulus (bar at 50⁰C and PSupply) 1700-3600 8200 9000 5500 NA 15500
Engine type ME-LGI ME-LGI ME-LGI ME-LGI ME-GI ME-C/B
* LPG is a mixture of primarily Propane (left) and Butane (right).
25< >MAN Diesel & Turbo LRJ/LDR2016.14.09
ME-GI
Fuel efficiency tuning
• Given the same layout ME-GI fuel
efficiency is marginally better than that
of ME
• Lower NOx emission level allows SFOC
tuning towards IMO tier II levels
26< >MAN Diesel & Turbo LRJ/LDR2016.14.09
- 45+ ME-GI engines in service today
- Total accumulated running hours on LNG:
>100,000H
- 2 ME-GIE (Ethane) engines in service today
Total accumulated running hours on gas: 7700H
- 7 ME-LGIM (Methanol) engines in service today
Total accumulated running hours on gas: 19900H
ME-GI Service Experience
Number of Running Hours – Mid 2018
27< >MAN Diesel & Turbo LRJ/LDR2016.14.09
MAN B&W North America –All Jones Act vessels orders since 2013 have been alternate fuel
Worlds First ME-GI LNG Carrier for
Teekay, Vancouver, 2 x 5G70ME-GI
World's First LNG Containerships for TOTE,
Seattle WA, 8L70ME-GI + 2 x 4 x 8L28/32df
Crowley 1 x 3200teu cont8S70ME-GI + 3 x 8L28/32DF
World’s largest DF engines
for Matson 2 x 7S90ME-GI
ME-GI Under ConstructionSailing
Worlds First Methanol Powered Tankers for
Waterfront Shipping, Vancouver 6G50MELGI
Matson 2 x 3200teu cont
2 x 6G90ME-GI
Tote 2+2 x 3200teu cont
2 x 6G90ME-GI
Philly Shipyard
Delivery 2018-
19
Halter 2018
Full Subcon
NASSCO
2019-20
Philly Shipyard
“on hold”
Pasha 2 x 2500teu
2 x 6G90ME-GI + Alpha FPP
Keppel Amfels
Delivery 2020
Full Subcon
ME-LGI Under construction
4 x Methanol Tankers for
Waterfront Shipping
6G50ME-LGI
Crowley 3200teu containership
8S70ME-GI + 3 x 8L28/32df
28< >MAN Diesel & Turbo LRJ/LDR2016.14.09
ME-GIE EnginesHartmann
GasChem Beluga, commissioned on gas March 2017
GasChem Orca, commissioned on gas July 2017
As of March 2018, Beluga and Orca have accumulated over 10,000 on
Ethane operation
29< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Methanol
A multi source and multi purpose fuel
Suitable as hydrogen carrier
Infrastructure and safety similar to Ethanol
Liquid – no pressure tanks
Suitable for 2-stroke ME-LGI engine
Trade commodity (45 million ton/year)
Future ultra green energy
However
• Toxic
• Generation of formaldehydes
• Double volume vs Diesel
Methanol
30< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Conclusions from Tier III test Lowering the emissions with the use of Methanol & Water
• Tier-III, methanol + water, can easily reach Tier-III NOx emission levels.
• SFOC increases 3-6g/kWh when adding water. The fuel penalty might be
reduced by lowering the pilot oil amount to 1%
• Tier III did not show increased liner wear. Inspection showed no significant
effects after the Tier-III tests.
• Component temperatures were lowered or unchanged when adding water.
• CO and HC emissions did not change indicating that the combustion process
did not worsen.
31< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Fuel type LNG Ethane Methanol LPG
Heat capacity 49200 kJ/kg 47500 kJ/kg 20000 kJ/kg 46000 kJ/kg
Density 425 kg/m3 550 kg/m3 800 kg/m3 580 kg/m3
Volume factor (
ref. MDO)1,83 1,47 2,40 1,44
Fuel gas supply
system cost
15 MW engine
2,5 mill.USD 2,8 mill.USD 0,5 mill.USD 1,0 mill.USD
Availability + - ++ +++
Engine price +25 % + 25 % +25 % +25 %
Fuel Price
(ref. MGO)
++ +++ + ++
So why do we use high pressure injection?
There is a CAPEX cost associated with high pressure injection as seen below,
so why do we use it?
High pressure injection is the only way to ensure high efficiency as our customers expect
from our fuel engines, and not be affected by a myriad of operational situations as seen
in the following slides.
32< >MAN Diesel & Turbo LRJ/LDR2016.14.09
High vs Low-Pressure Injection IssuesThe Compromise of LP Gas Injection
Low-pressure injection causes issues such as derating, methane slip, gas quality issues
and ambient temperature derates, load ramps, etc.
LP load ramp to avoid knocking
LP knocking caused derating
33< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Derating & SFOC Increase from Low Pressure
Injection – More fuel = more CO2
>20+ g/kWhr
penalty
in fuel mode with
low pressure injection
Power derate due to
low pressure injection:
From 1660kW/Hr to 1440kW/Hr
220kW/cyl or >15%
Power derate due to
low pressure injection:
From 1745kW/Hr to 1440kW/Hr
305k@W/cyl or >21%
Dual fuel low pressure
Diesel Standard Rating Diesel Uprated
34< >MAN Diesel & Turbo LRJ/LDR2016.14.09
ME-GI High Pressure Injection:Getting what you paid for. Power and Efficiency
No Power Derating with ME-GI High Pressure Gas Injection
ME-GI has same
diesel SFOC
efficiency on fuel
operation as ME.
No large penalty for
fuel operation as in
LP injection system.
35< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Global Warming Potential, 20 years
Diesel vs Otto
0
100
200
300
400
500
600
25% 50% 75% 100%
GH
G e
mis
sio
n
GHG emission 5G70ME-C9.5-GI
CO2 emission in Fuel oil mode
CO2 emission in Gas mode
GHG emission in gas mode
0
100
200
300
400
500
600
700
800
25% 50% 75% 100%
GH
G e
mis
sio
n
GHG emission 5X72DF
CO2 emission in Fuel oil mode
CO2 emission in Gas mode
GHG emission in gas mode
22% GHG reduction
11% GHG increase!
ME-GI - Dual Fuel done right
36< >MAN Diesel & Turbo LRJ/LDR2016.14.09
What is Methane Slip:
Methane Slip is incomplete combustion of methane in the combustion chamber
Otto cycle leads to large amount of methane slip.
What is the effect of Methane Slip:
Methane is 23 times stronger as a greenhouse gas (GHG) than CO2. At low
temperatures, methane can turn into formaldehydes, which can become carcinogenic
What can be done about Methane Slip:
Burn residual in a flare or in a gas burner (contributes to more CO2 and more propulsion
inefficiency), or use the diesel cycle
<
Low Pressure Gas injection and
Methane Slip
Title
37< >MAN Diesel & Turbo LRJ/LDR2016.14.09
1) Report: Methane Emissions from Natural Gas Bunkering Operations in the Marine Sector: A Total
Fuel Cycle Approach, James J. Corbett, Ph.D. University of Delaware
Findings: Otto cycles engines GHG emissions were higher even in cases where no bunkering leakages
were assumed.
2) IMO: STUDIES ON THE FEASIBILITY AND USE OF LNG AS A FUEL FOR SHIPPING
Methane Slip- Negating the emission benefit
of Dual Fuel Engines
38< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Is methane slip really a problem?
China is now regulating methane slip in its inland waterways indicating that they
believe methane slip is at least as important as NOx and SOx regulations
North America regulations, particularly from CARB (California Air Resources Board)
have also been seriously considering such restrictions.
New Chinese regulations starting July 1 2018 show severe restriction that Otto cycle engines
Cannot meet.
39< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Additional Comment on Methane SlipMajor points
• Methane slip is an extremely important factor that will
determine whether LNG systems lead to GHG emissions
reduction or increase compared to conventional fuels
• In the case of compression ignited (Diesel cycle) LNG
systems, methane slip is well controlled, and the
research shows clear GHG emissions advantages
compared to conventional fuel.
• In Otto cycle applications, emissions from the LNG
system were higher even in cases where no bunkering
leakages were assumed.
40< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Methane slip & FormaldehydesCorrelation
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 200 - 600 deg C.
Also in the exhaust gas system temperatures of 200 - 600 deg C are present,
so their 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 carcinogenic, 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.
41< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Another low-pressure Injection issue: “Safety” Rupture Discs due to stack explosions of unburned methane
Low-pressure injection requires rupture
discs in the exhaust for the unburned
methane (wasted fuel) that goes up the
stack, and stays the engine for potential for
crankcase explosions.
42< >MAN Diesel & Turbo LRJ/LDR2016.14.09
Summary on the use of Alternate Fuels
We firmly believe that alternate fuels will continue to gain in popularity, and that
an increasing share of our orderbook will be for alternate fuel engines.
To date our alternate fuel engines have worked well, and with some teething
issues in the initial period, uninterrupted operation on alternate fuels is
becoming the norm.
We suspect that the fuels we have embraced to date will be the primary ones
that will carry us into the foreseeable future, but are working hard on additional
low or no sulfur fuels to meet regulations we believe will be in effect later in trhe
century.
As has been the case for a long time, MAN Energy Solutions will work diligently
to fulfill our customers expectations in supplying the most advanced propulsion
systems on the market.
43< >MAN Diesel & Turbo LRJ/LDR2016.14.0915/09/2018 RASA/SEL
No. of
vsl.
Opt.
vsl.
No. of
eng.Engine Mk Gas Ship Type Cap. Unit Owner Builder Yard
Delivery
year
2 3 5 8 L 70 ME-C 8.2 GI Container 3100 TEU Tote Maritime HSD NASSCO 2014
15 9 L 28/32 DF GenSets HSD
9 4 26 5 G 70 ME-C 9.5 GI LNG tanker 173400 CBM Teekay LNG HHI DSME2014
2017
2 3 5 7 S 90 ME-C 10.5 GI Container 3600 TEU Matson HHI Aker Philadelphia "APSI” 2016
1 3 4 8 G 50 ME-C 9.5 GI Container 1431 TEU Brodosplit Brodosplit Brodosplit 2017
8 7 L 28/32 DF GenSets Not decided
4 5 L 28/32 DF GenSets Not decided
2 4 7 G 70 ME-C 9.2 GI LNG tanker 176300 CBM Knutsen HHI HHI-SBD 2015
2 2 8 S 70 ME-C 8.2 GI Con-Ro 2400 TEU Crowley MES VT Halter 2015
6 9 L 28/32 DF GenSets STX-E
4 4 6 S 50 ME-C 8.2 GI LPG tanker 35000 CBM Navigator Gas HHI Jiangnan 2015
2 4 7 G 70 ME-C 9.2 GI LNG tanker 175000 CBM Elcano MES Imabari 2016
8 7 L 35/44 DF GenSets MAN
1 2 7 S 70 ME-C 7 GI LNG tanker 260000 CBM Nakilat MDT NKOM 2015
2 2 8 S 50 ME-C 8.2 GI LNG PCTC 3800 Cars UECC KHI NACKS 2015
3 6 5 G 70 ME-C 9.5 GI LNG tanker 173400 CBM BW Gas HSD DSME 2017
2 4 5 G 70 ME-C 9.5 GI LNG tanker 174000 CBM SK Shipping HSD SHI 2016
Dual Fuel Gas Engine Reference list
44< >MAN Diesel & Turbo LRJ/LDR2016.14.09
No. of
vsl.
Opt.
vsl.
No. of
eng.Engine Mk Gas Tier III Ship Type Cap. Unit Owner Builder Yard
Delivery
year
2 4 5 G 70 ME-C 9.5 GI LNG tanker 174000 CBM Korea Line "KLC" HHI DSME 2016
2 4 5 G 70 ME-C 9.5 GI LNG tanker 174000 CBM Hyundai LNG HSD DSME 2016
2 2 8 5 G 70 ME-C 9.5 GI LNG tanker 174000 CBM Sea Tankers HSD DSME 2016
4 8 5 G 70 ME-C 9.5 GI LNG tanker 174000 CBM Maran Gas HHI DSME 2016
6 3 18 5 G 70 ME-C 9.5 GI EGR LNG tanker 174000 CBM BP HSD DSME 2017
2 4 5 G 70 ME-C 9.5 GI LNG tanker 174000 CBM Chandris HSD DSME 2017
2 2 8 5 G 70 ME-C 9.5 GI LP SCR LNG tanker 174000 CBM Flex LNG HSD Samsung 2017
2 1 6 5 G 70 ME-C 9.5 GI LNG tanker 174000 CBM Teekay LNG HHI HSHI 2017
2 2 4 5 G 45 ME-C 9.5 GI Product tanker 25000 DWT ESL Shipping STX Jingling 2017
4 5 L 23/30 DF GenSets CMP
8 8 L 23/30 DF GenSets CMP
1 1 6 G 50 ME-C 9.5 GI Bulk carrier 50000 DWT POSCO-Ilshin HHI HMD 2017
4 4 16 5 G 70 ME-C 9.5 GlECO
EGRBPLNG tanker 174000 CBM Maran tankers HHI DSME 2018
2 2 6 G 90 ME-C 10.5 Gl EGRTC Container 3200 TEU Matson HSD NASSCO 2018
2 4 5 G 70 ME-C 9.5 GI HP SCR LNG tanker 173000 CBM Knutsen HHI HHI-SBD 2018
2 4 5 G 70 ME-C 9.5 GI EGR BP LNG tanker 174000 CBM Sea Tankers HSD DSME 2018
15/09/2018 RASA/SEL
Dual Fuel Gas Engine reference list
Engine type ME-GI
45< >MAN Diesel & Turbo LRJ/LDR2016.14.09
No. of
vsl.
Opt.
vsl.
No. of
eng.Engine Mk Gas Tier III Ship Type Cap. Unit Owner Builder Yard
Delivery
year
2 2 4 6 G 90 ME-C 10.5 GI EGRTC Container 3200 TEU Tote Maritime HHI Philly shipyard 2018
2 2 7 S 60 ME-C 10.5 GI EGRBP PCTC 7200 Cars Siem Car Carriers HHI Xiamen Ship. 2018
8 9 L 28/32 DF GenSets CMP
4 7 L 28/32 DF GenSets CMP
1 2 6 G 70 ME-C 9.5 GI LNG tanker MES - 2019
2 2 4 7 S 80 ME-C 9.5 GI HPSCR Container 2500 TEU Pasha HSD Keppel Amfels 2020
6 6 L 35/40 DF GenSets MDT
1 2 6 S 70 ME-C 10.5 GI EGR LNG tanker 174000 CBM 2020
2 2 8 S 50 ME-C 9.5 GI EGR Car carrier 2019
6 6 11 G 90 ME-C 10.5 GI EGRTC Container 14000 TEU HSHI 2020
2 4 5 G 70 ME-C 9.5 GI EGRBP LNG tanker 173400 CBM BW Gas HSD DSME 2019
3 6 5 G 70 ME-C 9.5 GI EGRBP LNG tanker 174000 CBM Sea Tankers HSD DSME 2019
2 4 5 G 70 ME-C 10.5 GI EGRBP LNG tanker 174000 CBM Minerva DSME 2019
3 6 5 G 70 ME-C 10.5 GI EGRBP LNG tanker 174000 CBM Alpha Gas DSME 2019
Total power main engine - GI, LGI & GI/E 4.9 GW
Total ME-GI 201 Engines
Total Dual fuel - GI, LGI & GI/E 246 engines
15/09/2018 RASA/SEL
Dual Fuel Gas Engine reference list
Engine type ME-GI
Total DF Gensets 71 Engines
46< >MAN Diesel & Turbo LRJ/LDR2016.14.09
No. of
vsl.
Opt.
vsl.
No. of
eng.Engine Mk Gas Tier III Ship Type Cap. Unit Owner Builder Yard
Delivery
year
3 3 7 S 50 ME-B 9.3 LGIM Methanol Carrier 50000 DWT Mitsui O.S.K Lines MES Minami Nippon 2015
2 1 3 6 G 50 ME-B 9.3 LGIM Methanol Carrier 50000 DWT Westfal-Larsen HHI HMD 2015
2 1 3 6 G 50 ME-B 9.3 LGIM Methanol Carrier 50000 DWT Marinvest HHI HMD 2015
2 1 3 6 G 50 ME-C 9.5 LGIM HPSCR Methanol Carrier 49000 DWT Marinvest HHI HMD 2019
2 2 6 G 50 ME-C 9.5 LGIM HPSCR Chemical tanker 50000 DWT Ilno HHI HMD 2019
2 8 10 6 G 60 ME-C 10.5 LGIP HP SCR LPG Carrier 80000 CBM Exmar STXHanjin Heavy
Industry2019
15/09/2018 RASA/SEL
Total power main engine - GI, LGI & GI/E 4.8 GW
Total ME-LGIM/ ME-LGIP 24 Engines
Total Dual fuel - GI, LGI & GI/E 246 engines
Engine type ME-LGI
47< >MAN Diesel & Turbo LRJ/LDR2016.14.09
No. of
vsl.
Opt.
vsl.
No. of
eng.Engine Mk Gas Tier III Ship Type Cap. Unit Owner Builder Yard
Delivery
year
3 3 7 G 50 ME-C 9.5 GI/E Ethane Gas Carrier 36000 CBMHartmann Schiffahrt/
Ocean Yield MES
Sinopacific
Offshore2015
5 5 6 G 60 ME-C 9.5 GI/E EGR Ethane Gas Carrier 85000 CBM Jaccar/ Hartmann HHI DSIC 2017
1 1 6 G 60 ME-C 9.5 GI/E EGR Ethane Gas Carrier 85000 CBM Jaccar/ Hartmann HHI 2019
3 3 6 6 G 60 ME-C 9.5 GI/E HP SCR Chemical Carrier 98000 CBM DELOS HHI HHI-SBD 2019
3 3 6 7 G 60 ME-C 9.5 GI/E HP SCR Chemical Carrier 98000 CBM DELOS SHI 2019
Engine type ME-GI/ Ethane
15/09/2018 RASA/SEL
Total power main engine - GI, LGI & GI/E 4.8 GW
Total ME-GI/E 21 Engines
Total Dual fuel - GI, LGI & GI/E 246 engines
48< >MAN Diesel & Turbo LRJ/LDR2016.14.09
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Thank You for Your Attention!
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.