02. marine market outlook_ole grøne
TRANSCRIPT
© MAN Diesel & Turbo < 1 >
MAN Diesel Course BusanPu-Kyong National University
© MAN Diesel & Turbo <3>
up to 80 080 kW
MAN Diesel & Turbo Copenhagen, Denmark
© MAN Diesel & Turbo
MAN Diesel & Turbo, CopenhagenLow Speed Engine business unit
4
Thomas Knudsen
L
Low Speed Engines
Klaus EngbergLL
Licensing
Ole GrøneLS
Promotion & Sales
Søren H. JensenLD
Research & Development
Mikael C. Jensen
LEEngineering
© MAN Diesel & Turbo < 5 >
MAN B&W 7S80ME-C9
3337700.2011.06.01 (LS/OG)
© MAN Diesel & Turbo 2011.03.30
Four-Stroke Small Bore “Holeby GenSet” Power Range
Classic EnginesL23/30H 650 – 1,040 kWL28/32H 1,050 – 1,890 kWV28/32S 2,700 – 4,050 kW
Newer EnginesL16/24 500 – 990 kWL21/31 1,000 – 1,980 kWL27/38 1,500 – 2,970 kW
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MAN Diesel & Turbo in World Trade
3337435.2010.10.14 (LS/OG)
50% of World Trade is powered byMAN Diesel & Turbo Engines!
< 8 >
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MDT LicenseesPresent where Ships are Built
< 9 >
PolandCegielski 1959
RussiaBryansk 1959
JapanMitsui 1926 Makita 1981 Diesel United 2008Hitachi 1951
Incl. IMEXKawasaki 1911
Incl. Hanshin
CroatiaUljanik 1954Split 1967
ChinaHHM 1980DMD 1980YMD 1989CMD 2007STX 2007JAD 2007ZJCME 2008ZHD 2008RPM 2008YungPu 2008
VietnamVinashin 2004
KoreaHyundai 1976Doosan 1983STX 1984
33366942.2010.05.31 (OG/LS)
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-30
-25
-20
-15
-10
-5
0
5
10
15
20
1980 1985 1990 1995 2000 2005 2010 2012
Crude oil Oil product total bulk trade Other
Pct change per year
*) *)incl. Containerrised commodities
Ton Miles
< 10 >
Historical Growth Rateof Seaborne Transport
33366937.2010.10.11 (OG/LS)
Generally increasing year by year
Need for more ships
© MAN Diesel & Turbo < 11 >
Reported Order Book by Licensees
L/74237-3.75/2011.05.02 (LB/OG)
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0
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Contracting Deliveries Scrapping/del/con
ShipsPrediction May 2011Actual
All Vessel TypesContracting, Deliveries and Scrapping
< 1233366944.2010.09.16 (OG/LS)
Deliveries will presently behigher than demand
© MAN Diesel & Turbo
0
5.000
10.000
15.000
20.000
25.000
1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Tank VLCC Bulkers General Cargo Container vessels LNGC LPGC OTHERS Speculative ordering *)
Deliveries of Shipswith Low Speed Propulsion Engines
< 13>33366946.2010.10.12 (OG/LS)
PredictionActual
Low SpeedGW
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Economical Prediction: Seaborne Transport will continue to grow Fuel Cost will increase ECA’s will be expanded
Technical Prediction: Ship will be more Technical Advanced for: Higher Fuel Efficiency and Fuel Flexibility Increased Reliability Lower Emissions Crew Skill Matching
< 14 >
Seaborne Transport Outlook
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This meeting could be about:Reducing NOx
Reducing SOx
Reducing CO2
Fuel flexibility
Tier III methods
The ME-GI is the vehicle for this
< 15 >
Factors Driving Development
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Marine industry ChallengeMeeting Tier III. SCR and EGR installation
17
NOx reductionwith EGR (ExhaustGas Recirculation)
NOx reductionwith SCR (SelectiveCatalyst Reduction)
© MAN Diesel & Turbo 2011.03.30
IMO NOx Tier IIIExhaust Gas Recirculation (EGR)
© MAN Diesel & Turbo 2011.03.30
IMO NOx Tier IIIExhaust Gas Recirculation (EGR)
© MAN Diesel & Turbo
1 SCR reactor
2 Turbocharger bypass
3 Temperature sensor after SCR
4 Large motors forauxiliary blowers
5 Urea injector
6 SCR bypass
7 Temperature sensorbefore SCR
8 Additional flange in exhaustgas receiver
32
1
5
6
78
4
Deck
6S35MC
21
IMO NOx Tier IIISCR Selective Catalytic Reduction
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SCR on low Speed EnginesHitachi, Ariake, Japan
< 22 >
6S46MC-C-SCRon testbed
© MAN Diesel & Turbo3336745.2010.04.27 (NK/LDF)
SO2 Removal with Wet ScrubberM/V Tor Ficaria, 20 MW 9L60MC-C
< 23 >
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Scrubber
Venturi
3336755.2010.04.27 (NK/LDF)
Scrubber Installation for M/V Tor Ficaria 9L60MC-C 20 MW
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© MAN Diesel & Turbo < 25 >
Reducing Green House Gas
3337432.2010.10.14 (OG/LS)
CO2 is one of several GHG’s (Green House Gasses) What can be done to reduce:
Improve Engine and Propulsion Efficiency
Apply Waste Heat Recovery
Use gas like LNG and LPG as Fuel
Introduce Bio Fuels
Improve other influencing factors like Ship Design
CO2 from shipping is about 3-5% of all, but increasingRules to control are being developed
EEDI now a factor in play
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Driving DevelopmentFuel Consumption / CO2 Emission
< 26 >33366967.2010.10.11 (OG/LS)
SFOC continuously in focus. Low SFOC = low CO2
SFOC lately reduced taking advantage of updatedperformance parameters with MK 8/9.2 engine
More emphasis on fuel consumption in service at relevant load
Introducing part load and low load tuning
Introducing longer stroke engines.
Advantage of ME engines at any load
© MAN Diesel & Turbo
0
10
20
30
40
50
60
70
80
90
100
2005 2006 2007 2008 2009 2010 2011(Jan-Apr)
2012* 2013*
MC ME
27
Updated end May2011 Ships>=2,000 DWT/GT Source: IHS Fairplay 27
Contracting MAN B&W Diesel EnginesDivided on Engine Models
% GW
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ME-GI Dual Fuel EngineDiesel Research Centre, Copenhagen
© MAN Diesel & Turbo 2011.03.30
12K80MC-GI-S – Chiba Power PlantThe 10 Years GI Experience
1994 - 2003
Mitsui
GI = High Pressure Gas Injection
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ME-GI Dual Fuel EngineFrom Gas Tank to Engine
ME-GI Engine
300 bar 45oC
Fuel Gas Supply System
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Cryostar LNG Pump System
Hamworthy Gas SystemLNG Tank & Pump System
TGELNG Tank & Pump System
DSMELNG Tank & Pump System
Burckhardt CompressionLaby-GI Compressor
HHILNG Tank & Pump System
ME-GI6 Different Gas Supply Systems
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ME-GI Dual Fuel EngineFuel Gas Supply System of DSME
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ME-GI: Gas and Pilot Oil Injection
Background
Dual fuel experience since 1994
Well-proven ME technology
New components
Double wall gas pipes
Gas Injections valves
Large volume accumulators
ELGI valves
Control and safety system
Modified components
Cylinder cover
Exhaust receiver
4T50ME-GI was presented
18th of May 2011
< 34 >
© MAN Diesel & Turbo 2011.03.30
ME-GI Dual Fuel EngineDesign for the Research Engine
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ME-GI Dual Fuel EngineOperational Advantages
© MAN Diesel & Turbo 2011.03.30
ME-GI and IMO NOx Tier IIIExhaust Gas Recirculation (EGR)
ME-GI + EGR
Tier III in Gas Mode + Tier III in Fuel Mode
Full Fuel Flexibility
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Driving engine development: SFOC reduction
SFOC continuously in focusLow SFOC equivalent to Low CO2ME (-GI) superior to MC at all loads
SFOC reduction of 1.0 g/kWh1 g/kWh x 10.000 kW x 6.000 h/year x 500 USD/ton =
30.000 USD saving per year
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Envrionmental Concerns
The ME-GI has same efficiency as ME and ME-C
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ME-GI Application for new vessels
Twin screw or single screw?
ME-GI is perfectly safe for single screw applications Twin or single screw to be decided by hull considerations, only
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ME-GI Engine RetrofitCandidate Vessel Types
400,000 tdw B/C by DSME main engine 7S80ME-C8
Q-Flex LNG carrier with2 x 6S70ME-C
Also VLCC’s and Containerships will be Candidates
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With ME-GI cutting edge technologyUse gas and avoid poor quality HFO
It’s safeIt’s cost effective
If ordered nowME-GI is available for ship deliveriesfrom mid 2013 and for retrofit from end 2012
< 43 >
ME-GI Dual Fuel EngineAdvantage and Availability
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Reduction of CO2 on ShipsEnergy Efficiency Design Index, EEDI
< 44>
IMO instruments to reduce GHG on shipping Technical measures Mandatory New shipsOperational measures Voluntary All shipsEconomical measures Mandatory All ships
EEDI = CO2 emission / Benefit of Ship
CO2 emission CO2 emission from propulsion and accommodation
Benefit Transported cargo x speed
Unit Gram CO2 / Ton / Nautical Mile
3337437.2010.10.15 (LWB/LSP)
CH4 reduce CO2 compared to HFO
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MAN Diesel & TurboWaste Heat Recovery
Steam Turbine Gearbox Generator Gearbox Power Turbine
Increased Efficiency
Reduce CO2
WHRS Marine Generator Unit
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Waste Heat Recovery Systems
Power Turbine Stand Alone
PTG – Power Turbine Generator
Steam Turbine Stand Alone
STG – Steam turbine generator
Options for exhaust Gas Utilisation
© MAN Diesel & Turbo < 47 >
Long Stroke enginesLayout Evolution Container Ships
3337689.2011.05.12 (OG/LS)
8,000 – 14,000 teu ships
4,500 – 5,000 teu ships
Longer stroke – Lower RPM – Larger, more efficient propeller – 4-8% savings
© MAN Diesel & Turbo 48
Long Stroke Engines in Cont.shipsS90ME-C9.2 and S80ME-C8.2
Engine Type: 9S90ME-C9.2 9K98ME-C7.1
Engine MCR 52290kW @ 84rpm 54190kW @104rpm
Power Requirement for Same Speed [kW] 51400* 54190
SFOC [g/kWh] 166,5 174
Daily Consumption [ton/24h] 205 226
Engine Type: 6S80ME-C8.2
Engine MCR 27000kW@84rpm
SFOC [g/kWh] 168
Daily Consumption [ton/24h] 109
8-10,000 TEU Container Vessel:
4,500 TEU Container Vessel
*Large propeller diameter
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Layout diagrams of new Green series of G-ME enginesCompared with existing Super long stroke S-ME engines
Source: LEE4/BGJ
Longer Stroke
Lower rpm
Larger Propeller
Higher Efficiency
Fuel and CO2 Savings
< 50
G-ME Engine SeriesIncreased Stroke to Bore ratio
© MAN Diesel & Turbo 51
Engine RPM Proposed Power/Cyl.
Expected Final drawing delivery
Expected FirstEngine delivery
12S90ME-C9.2 84 5,810 Q4 2011 *
9S90ME-C9.2 84 5,810 Q1 2012 *
G80ME-C9.2 68 4,450 Q2 2012 *
G70ME-C9.2 78 3,420 Q4 2012 *
G60ME-C9.2 91 2,510 Q2 2013 *
G50ME-B9.2 100 1,720 Q2 2012 *
Expected Final drawing delivery is subject to order* Expected Engine Delivery varies depending on the relevant licensees orderbook,
but can normally be obtained 9 – 12 months after Final drawing delivery
New EnginesDrawing delivery Progress
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The largest power-rpm range ever.
Two-stroke Engine Programme2011 3rd edition
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MAN Diesel Course BusanPu-Kyong National University
< 58 >
Thank you very muchfor your attention