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1 < > MAN Diesel & Turbo LRJ/LDR2016.14.09

MAN Diesel,

Large Diesel Emissions

MAN Diesel & Turbo

Large Diesel Emission Technologies

Les Gingell

Vice President, Marine Sales

MAN Energy Solutions

[email protected]

2 < > MAN Diesel & Turbo LRJ/LDR2016.14.09 2

60,000 kW

24 knots

12,970 tons Nitrogen

2,000 tons Oxygen

350 tons H2O

86 tons CO2

14 tons SO2

30 tons NOx

The environmental cost of transportation (figures from one vessel per 24 hour):

240 tons HFO

7 tons Sulphur

13,000 tons Nitrogen

3,000 tons Oxygen

1 ton Lube Oil

“Back in the Day” - Unregulated Emissions


Existing and Future ECA Areas (DNV)


Emission regulation for NOx and SOx

0

0,5

1

1,5

2

2,5

3

3,5

4

4,5

Fuel Sulphur Content

(Equivalent) [%]

2008 2010 2012 2014 2016 2018 2020 2022

NOx [g/kWh]

Tier I

Tier III

Tier II

in ECAs

in ECAs

General

All vessels (old and new)

Only newbuildings

We are here

Scrubbers

US-ECA N-EU-ECA

17.0 14.4

3.4


Towards A Greener Future Portfolio of solutions

Dual

Fuel

Technology

SCR

EGR

MGO

Wet Scrubber

SOx NOx

Countermeasures for

Tier III

Technologies


What fuel will be used in 2020 and beyond?

SOx compliance

ME-GI / ME-LGI engine

Dual Fuel:

LNG, Ethane, LPG,

MeOH…

MC/ME/-C engine

Single Fuel:

0.1%S fuel, 0.5%S fuel

MC/ME/-C engine

0.5-5%S fuels:

HFO/MDO + Scrubber

Compliant fuel High sulphur fuel


SOx and NOx compliance combination Present and post 2020

Fuel to use

globally

Fuel to use

in ECA area

0-3.50% S

+ Scrubber 0-0.50% S

Tier III

technology

LS HPSCR LS EGR LPSCR

0-0.10% S 0-3.50% S

+ Scrubber 0-0.10% S

HS EGR HS HPSCR


8

Extensive

rebuild of the

funnel was

necessary to

give space for

the scrubber.

MAN B&W 2-stroke Marine Engine

Controlling SOx by Cleaning the Exhaust


NOx Issues and Solutions

Tier III is for NOx.

SOx is NOT a Tier III issue.

Tier III is an 80% reduction in NOx from Tier I.

We have many solutions for NOx, with time in the ECA

being a primary criteria for decision.

Scrubbers are for SOx. EGR and SCR are for NOx


EGR LP-SCR HP-SCR

SCR = Selective Catalytic Reduction EGR = Exhaust Gas Recirculation

Tier III Service Experience:

What are NOx countermeasures?


IMO NOx Tier III

Exhaust Gas Recirculation (EGR)


EGR installation example


Low sulphur EGR outlines

Lower Sulfur permits smaller EGR

as internal scrubber size reduced

• Outline width reduce.

• Height of EGR unit reduced. More space below.

EGR units

6G70ME-C9

HFO

LS

14 < > MAN Diesel & Turbo LRJ/LDR2016.14.09 < 14 >

Operating Cost of EGR in ECA –

Tier III Operation

Approximate values:

SFOC penalty: 0.5 – 1.0 %

Additionally auxiliary power: 1.0 – 1.5 % of M/E power

NaOH (sodium Hydroxide)

consumption: 5 l/MWh (3%S, 50% solution)

with a 2cum tank recommended

with 0.1% sulphur fuel


TIER III EGR Prepared Engine Concept

Along EGR TIER III retrofit concept it

is further important to consider along

planning of new building:

Engine room space for EGR sub-

systems such as RTU, WTS, SU,

NaOH dosing tank, sludge tank

Ship central cooling system

capacity, e.g. central cooler size,

FW and SW pumps designed for

future EGR TIER III operation

Design cross-check for aux. power

demand and switchboard layout of

vessel


TIER III EGR Prepared Engine Concept Highlighted components explanation

Components

required for TIER III

operation or

interface prepared

for TIER III EGR

retrofit conversion

Components required for

TIER II operation with

prepared interfaces for

TIER III EGR retrofit

conversion


EcoEGR is a new engine tuning for EGR engines:

Tier III operation: Tier II operation:

NOx < 3.4 g/kWh NOx < 14.4 g/kWh

EcoEGR Continuous EGR operation


Where:

SFOC is optimized without NOx limitations in Tier II mode:

Fuel injection optimization

Compression volume optimization

Pmax, Pcomp optimization

EGR is used to reduce NOx emission to Tier II level:

EGR can reduce NOx with limited SFOC penalty

Approx. 10-20% EGR will be needed to meet the Tier II limit

Mechanical limits will limit SFOC

EcoEGR SFOC optimization in Tier II mode


Benefits with Eco EGR:

Improved heat load

Improved soot emission during Tier III operation

Reduced SFOC during both Tier II and Tier III operation

Disadvantages:

The EGR system need to operate continuously

Additional costs for NaOH, sludge handling etc.

Increased mechanical load on the engine

Overall savings:

NaOH consumption depend on the Sulphur contend in the fuel oil

LS fuel (< 0.5%): Considerable overall savings

HS fuel (3.5%): No overall savings with present setup

Business case


EcoEGR Milestone plan

2018

Q3-2018 Q1-2017 ->

Q1-2018 Q2->Q3-2018

Testbed

testing Service test

Engine

programme

21 < > MAN Diesel & Turbo LRJ/LDR2016.14.09 RASA/ Dept SELP

Reference list for engines with NOx emission control EGR

1.12.2017

No. of

ships

No. of

engines Cyl St Bore Type Mk Gas Technology

Vessel

Type Cap. Unit Shipowner

Shipowner

Country Shipyard

Shipyard

country

Engine

Builder

Del

Year

1 1 6 S 60 ME-C 8.2 EGR HS Bulker 81600 DWT NYK Line Japan Tsuneishi

Shipbuilding Japan MES 2014

2 2 6 G 70 ME-C 9.2 EGR HS Crude Oil

Tanker 158000 DWT Chevron USA SHI Korea Doosan 2013

1 1 6 S 80 ME-C 9.2 EGR HS Container 4496 TEU A.P. Moeller-Maersk Denmark HHI-SBD Korea HHI 2012

6 12 5 G 70 ME-C 9.5 GI EGR LS LNG

Tanker 174000 CBM BP Shipping UK DSME Korea Doosan 2017

5 5 6 G 60 ME-C 9.5 GI/E EGR LS Ethane Gas

Carrier 85000 CBM Hartmann Germany DSIC China HHI 2017

2 2 6 G 70 ME-C 9.5 EGR LS Crude Oil

Tanker 158000 DWT Ditas Turkey HSHI Korea HHI 2017

1 1 6 G 60 ME-C 9.5 EGRBP LS Tanker Kambara Kisen Japan Tsuneishi


2 2 7 G 80 ME-C 9.5 EGRTC LS VLCC

Tanker 320000 DWT Maran Tankers Greece DSME Korea HHI 2017

2 4 5 G 70 ME-C 9.5 GI ECO

EGRBP LS

LNG

Tanker 174000 CBM Maran Tankers Greece DSME Korea HHI 2018

2 2 7 G 80 ME-C 9.5 EGRTC LS Tanker 318000 DWT ALMI Tankers Greece HSHI Korea HHI 2017

2 2 6 G 90 ME-C 9.5 GI EGRTC LS Container 3200 TEU Matson USA NASSCO USA Doosan 2018

1 1 6 G 90 ME-C 10.5 GI EGRTC LS Container TBD TEU Tote Maritime USA Philly Shipyard USA HHI 2020

2 4 5 G 70 ME-C 9.5 GI EGRBP LS LNG tanker 174000 CBM Sea Tankers France DSME Korea Doosan 2018

1 1 6 S 50 ME-C 9.5 EGRBP LS Bulker 64000 DWT Unknown - Tsuneishi



Reference list for engines with NOx emission control EGR

1.12.2017

No. of

ships

No. of


Vessel

Type Cap. Unit Shipowner

Shipowner

Country Shipyard

Shipyard

country

Engine

Builder

Del

Year

2 2 7 G 80 ME-C 9.5 EGRTC LS VLCC 318000 DWT Maran Tankers Greece DSME Korea STX 2018

1 1 7 G 80 ME-C 9.5 EGRTC LS Tanker 318000 DWT Maran Tankers Greece DSME Korea Doosan 2018

2 2 7 S 60 ME-C 10.5 GI EGRBP LS PCTC 7200 cars Siem Car Carriers Norway Xiamen

Shipbuilding China HHI 2018

3 3 7 G 60 ME-C 9.5 EGRBP HR Container 2150 TEU Eimskip

Eimskipafélag Icland

Wenchong

Shipyard China CMD 2018

6 6 6 S 60 ME-C 10.5 EGRBP LS Bulker SM ChengXi China HHM 2018

6 6 7 G 80 ME-C 9.5 EGRTC LS Tanker COSCO Shipping China NACKS China CMD 2018

1 1 6 S 60 ME-C 10.5 EGRBP LS Bulker ChengXi China HHI 2018

1 1 7 G 60 ME-C 9.5 EGRBP LS MES 2019

2 2 7 S 80 ME-C 9.5 GI EGRTC LS Container 2525 TEU Pasha USA Keppel AmFELS USA Doosan 2018

4 4 11 G 90 ME-C 10.5 EGRTC LS Container HSHI Korea HHI 2019

1 1 7 G 80 ME-C 9.5 EGRTC LS Tanker Maran Tankers DSME Korea HHI 2018

Total EGR engine 69 engines

Total EGR engine in service 5 engines


SCR process – basic principle

NOx & NH3 --> nitrogen & water

4NO + 4NH3 + O2 --> 4N2 + 6H2O (Major)

6NO2 + 8NH3 --> 7N2 + 12H2O (Minor)

NO + NO2 + 2NH3 --> 2N2 + 3H2O (Fast)

Urea --> NH3 as reducing agent

(NH2)2CO(aq) → (NH2)2CO(s) + × H2O(g)

(NH2)2CO(s) → NH3(g) + HNCO(g)

HNCO(g) + H2O(g) → NH3(g) + CO2(g)


SCR – Process diagram

Reducing agent

Scavenge air receiver

Exhaust gas receiver

Vaporizer/mixer

SCR Reactor

RSV

RBV

RTV

CBV

T/C

Cooler

WMC

High pressure SCR


SCR - Installation

2nd deck

3rd deck

4th deck

Floor deck

Tank top

Upperdeck

Ureatank

UreaSupply

SootBlower

Com-pressor

Control

Bunker

Example principle arrangement

Example outline in project guide


Low pressure SCR


Two SCR layouts – High Pressure and

Low Pressure SCR

LSF: max.:

0.1%S

(Low temp.)

LSF: 0.1%S

(HSF up to

3.5%S in

special cases)

Decades

of Service Soon to be

delivered


Recent SCR experience

Recent experience

• Cooperation with licensee operated

test engines

• Reduction of NH3 slip and Low

sulfur test on Santa Vista

• Successfully completed shop tests

at three Licenses

• 8 x LP SCR

• multiple HP SCR

Image Courtesy: HHI


SCR achievements

LP SCR - Low Sulfur

Shop test of first commercial

Tier III order

HP SCR - High Sulfur

Shop test of first commercial

HP SCR order

HP SCR - High Sulfur

Shop test of New design

Image Courtesy:

Hyundai Heavy Industries

Image Courtesy:

Dossan Engine

Image Courtesy:

Hudong Heavy Machinery


Operating Expense for SCR

1) SFOC increase : 2-3 g/kWh at low loads (about 1.5-2% increase)

2) Urea consumption as a catalyst (40% aqueous urea solution) for Tier II

engine is approx: 18 g urea/kWh.

Operational Expense Example:

8L70ME-C - 20,000kW (derated) *18g/kWhr = 360,000 grams / hr * 24 hours =

8,600,000 grams / day = 9.5 tons urea / day * 40% = 3.8 tons * 50% time in

ECA=1.9 tons / day,

Urea at $1,000 / ton* = $1,900 day, or approximately $700,000 year.

*Urea bunkering prices vary significantly - $500 to $1800 in different ports

30


Reference list for engines with NOx emission control SCR

1.12.2017

No. of

ships

No. of


SCR

Supplier Vessel Type Cap. Unit Shipowner

Shipowner

Country Shipyard

Shipyard

country

Engine

Builder

Del

Year

1 1 6 S 46 MC-C 8.1 HP SCR HS HZC Bulker open

hatch 38206 DWT Nissho Shipping Japan Naikai Shipbuilding Japan HZC 2011

3 3 6 S 50 ME-C 8.2 HP SCR HS HHI LPG tanker 20600 DWT YARA Norway HMD Korea HHI 2015

6 6 6 G 60 ME-C 9.5 LP SCR LS Doosan Ethane carrier 82000 DWT Reliance industries India SHI Korea Doosan 2015

2 4 5 G 70 ME-C 9.5 GI LP SCR LS Doosan LNG

Tanker 174000 CBM Flex LNG UK SHI Korea Doosan 2017

1 1 6 G 50 ME-C 9.5 HP SCR LS HHI Product

tanker 50000 DWT ASP Australia HMD Korea HHI 2017

2 2 6 S 40 ME-B 9.5 LP SCR LS HHI Training

vessel

MMU (Mokpo

National Maritime

University

Korea HHIC Korea HHI 2017

4 4 6 S 60 ME-C 8.5 HP SCR LS HHM Container 1100 TEU Tropical Shipping USA Huangpu

Wenchong China HHM 2017

4 4 6 S 35 ME-B 9.5 LP SCR LS SMDERI Tanker 7500 DWT COSCO Shipping China Chengxi Shipyard China YMD 2017

2 2 7 G 80 ME-C 9.5 LP SCR LS Doosan Tanker 318000 DWT BW Maritime Pte Singapore DSME Korea Doosan 2017

2 2 6 S 35 ME-B 9.5 HP SCR LS HZC Chemical

tanker 9700 CBM Sirius Shipping AB Sweden

AVIC Dingheng

shipbuilding China DMD 2017

2 2 6 G 60 ME-C 9.5 HP SCR LS HZC Sumitomo HI Japan HZC 2018

2 2 6 G 60 ME-C 9.5 HP SCR LS HZC Crude Oil

Tanker 115000 DWT

East Pacific

Shipping Singapore

Hanjin Heavy

Industries Korea STX 2018

2 2 7 G 80 ME-C 9.5 HP SCR LS HHI Tanker 300000 DWT DHT Singapore HHI-SBD Korea HHI 2018

2 2 6 G 50 ME-C 9.5 HP SCR LS HHI Fukujin Kisen Japan HMD Korea HHI 2017



1.12.2017

No. of

ships

No. of


SCR


Shipowner

Country Shipyard

Shipyard

country

Engine

Builder

Del

Year

3 3 7 G 80 ME-C 9.5 HP SCR LS HHI Tanker 300000 DWT Enesel Greece HHI-SBD Korea HHI 2018

2 2 5 S 40 ME-B 9.5 HP SCR LS HHM LPG tanker 13000 M3 Hyproc Shipping Algeria Jiangnan Shipyard China HHM 2018

2 4 5 G 70 ME-C 9.5 GI HP SCR LS HHI LNG Tanker 173000 M3 Knutsen Norway HHI-SBD Korea HHI 2018

4 4 5 G 50 ME-C 9.5 HP SCR LS HZC Chemical

tanker 38000 DWT Carl Buttner Germany

Jiangsu New

Hantong China STX 2018

8 8 6 G 50 ME-C 9.5 HP SCR LS HHM Chemical

tanker 49000 DWT Odfjell Norway Hudong Zhonghua China HHM 2018

1 1 7 G 80 ME-C 9.5 HP SCR LS HHI VLCC 300000 DWT NEDA Greece HSHI Korea HHI 2018

4 4 7 G 80 ME-C 9.5 LP SCR LS Doosan VLCC 319000 DWT BW Maritime Singapore SHI Korea Doosan 2018

4 4 7 G 80 ME-C 9.5 LP SCR LS Doosan VLCC 319000 DWT Capital Ship

Management Greece SHI Korea Doosan 2018

2 2 7 G 80 ME-C 9.5 HP SCR LS HHI VLCC 300000 DWT TCC Hong Kong HSHI Korea HHI 2018

6 6 6 G 50 ME-C 9.5 HP SCR LS HHI Chemical

tanker HMD Korea HHI 2018

7 7 6 G 70 ME-C 9.5 HP SCR LS HHI Tanker HSHI, HHI-SBD Korea HHI 2018

1 1 6 S 50 ME-C 9.5 HP SCR LS HHI Tanker Goldwing Shipping Nantong Xiangyu China HHI 2018

2 2 6 G 60 ME-C 9.5 HP SCR LS HHI LPG tanker Petredec Holdings Singapore Jiangnan Shipyard China HHI 2018

10 10 6 G 70 ME-C 9.5 HP SCR LS HHM Tanker 156500 DWT NAVIG8 Singapore Jiangsu New

Times China CMD 2018



1.12.2017

No. of

ships

No. of


SCR


Shipowner

Country Shipyard

Shipyard

country

Engine

Builder

Del

Year

4 4 6 G 60 ME-C 9.5 HP SCR LS HHM Tanker 109999 DWT NAVIG8 Singapore New Times

Shipbuilding China CMD 2018

5 5 7 G 80 ME-C 9.5 LP SCR LS Doosan Tanker 300000 DWT HMM Korea DSME Korea Doosan 2018

1 1 6 G 40 ME-B 9.5 HP SCR LS Chemical

carrier 28000 DWT

Ningbo Donghai

Shipping China Wuhu Shipyard China Y.M.D. 2018

2 2 7 G 80 ME-C 9.5 HP SCR LS HHI Tanker SENTEK Singapore HSHI Korea HHI 2018

3 3 5 G 60 ME-C 9.5 LP SCR LS SMDERI

Multi-

purpose

Vessel

COSCO Shipping China COSCO (Dalian) China DALIEN 2018

2 2 6 G 70 ME-C 9.5 HP SCR LS HHI SWS China HHM 2019

1 1 6 G 50 ME-C 9.5 HP SCR LS HZC Formosa Taiwan GSI China HZC 2018

2 2 6 G 70 ME-C 9.5 HP SCR LS Bulk carrier Santoku SWS China CMD 2018

2 2 6 G 50 ME-C 9.5 LGIM HP SCR LS HHI Methanol

carrier 49000 DWT Marinvest Sweden

Hyndai Mipo

Dockyard Korea HHI 2018

1 1 6 G 45 ME-C 9.5 HP SCR HS CMP

1 1 7 G 80 ME-C 9.5 HP SCR LS HZC HZC 2018

1 1 8 G 90 ME-C 10.5 LP SCR LS HHI Container HHI-SBD Korea HHI 2019

2 2 6 G 60 ME-C 9.5 HP SCR HS HHI LPG carrier Elandra Holdings Australia HHI-SBD Korea HHI 2018

4 4 6 G 70 ME-C 9.5 HP SCR LS Bulk Carrier FOREMOST SWS CMD 2018



1.12.2017 RASA/ Dept SELP

No. of

ships

No. of


SCR


Shipowner

Country Shipyard

Shipyard

country

Engine

Builder

Del

Year

4 4 6 G 50 ME-C 9.5 HP SCR LS Wood Chip

Carrier 64000 DWT

Chengxi

Shipyard China HHM 2018

1 1 6 G 50 ME-C 9.5 HP SCR HS HISAMOTO HMD Korea HHI 2019

4 4 6 G 50 ME-C 9.5 HP SCR HS Chemical

Carrier

GULF

NAVIGATION HMD Korea HHI 2018

1 1 6 G 50 ME-C 9.5 HP SCR LS Wood Chip

Carrier 64000 DWT

Qingdao Beihai

Shipyard Y.M.D. 2018

Total SCR engine 144 engines

Total SCR engine in service 10 engines


EGR and SCR Pro’s & Con’s

If this is important, you will lean towards: EGR SCR

Low First Cost *

Low Operating Cost

Many ECA Hours

Fuel Flexibility

No Sludge Production

Same Technology for ME and GenSets

Tier III Engine Outline

No Overboard Discharge

Possible New Tier II Modes

WHR Possibilities

* Choice often dependent on engine size


LP SCR versus HP SCR pro’s & con’s

If this is important, you will lean towards: LP SCR HP SCR

Certification (Scheme A/Scheme B)

Urea consumption

SFOC penalty

CAPEX

Combination with SOx scrubber

Fuel oil flexibility

Compact and engine-close design

No OPEX increase for exhaust gas temperature increase

No need for separate catalyst regeneration strategy

Free installation position in engine room

Less complex piping/less gas forces

Engine with more than 2 T/C


NOx Regulation Tier III is Here

What we’ve seen so far


New Special NOx Regulations in China

TECHNICAL AND REGULATORY NEWS No. 10/2018 – Statutory

NEW REQUIREMENTS FOR NOX EMISSIONS

FOR VESSELS ENGAGED IN CHINESE

DOMESTIC TRADE

July 2018

Relevant for ship owners and managers.

The new NOx regulations are applicable for diesel engines

installed on either:

ƒƒ Imported vessels (acquired second-hand from international

owners) or

ƒƒChinese-flagged, international sailing vessels

which are only involved in Chinese domestic transport (either

coastal or inland). They are required to comply with the IMO

Tier II emission limits. This limitation applies to vessels imported

after 1 September 2018 and to vessels converted to be

engaged in domestic trade only after 1 September 2018. The

NOx emission regulations cover vessels operating within the

following waters:

Coastal waters

ƒƒChinese National 12 nm zone

ƒƒHainan Island waters


Chinese Regulation and the real world

for NOx emissions

Retrofit from Tier 0 or Tier 1 emissions to Tier 2 is POSSIBLE, but:

From old mechanical engines (MC, MC-C) to Tier 2 could be costly because of

significant retrofit costs.

Retrofit to Tier 2 would mean that there would have to be a “parent” engine, of

the same configurations which would have to be tested to Tier 2 requirements.

Other engines would have to be retrofit to exactly the same configuration.

Would probably involved engine timing, turbocharger configuration, significant

combustion chamber changes etc.

Other methods MIGHT be available, such as incorporating an ECO EGR, but

again, there will need to be a “parent engine” that was tested for compliance.


Sulphur Emission Controlled Areas

4

0

SECA: Max. 0.10% S 1st of January 2019: Max.

0.50% S in Chinese

waters for all ships

Global Limit:

Now: Max.

3.50% S

2020: Max.

0.50% S

24

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0.

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18

Makbule Baldik Le Fay


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 ES Supports All


Fuel Price Development

4

2

24

.1

0.

20

18

0

5

10

15

20

25

30

35

40

$/GJ Fuel Price

Source: Bunkerindex, EIA & Methanex

Propane (US)*

HFO (Rotterdam)

Methanol (US)*

MGO (Rotterdam)

LNG (US)** US Export prices

Data retrieved end Sep 2018, Dept. EELC


Bunker Fuel Price

4

3

$/MT

2020

0.5%S

fuel

Guesstim

ate

24

.1

0.

20

18

0

200

400

600

800

1.000

1.200

Jan

May

Sep

t

Jan

May

Sep

t

Jan

May

Sep

t

Jan

May

Sep

t

Jan

May

Sep

t

Jan

May

Sep

t

Jan

May

Sep

t

Jan

May

Sep

t

Jan

May

Sep

t

Jan

May

Sep

t

Jan

May

Sep

t

Jan

May

Sep

t

Jan

May

Sep

t

Jan

May

Sep

t

2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

$/MT Bunker Fuel Price$/MT

HFO (Rotterdam)

MGO (Rotterdam)

Source: BunkerindexData retrieved end Sep 2018, Dept. EELC

DIFF:MGO - HFO



Dual Fuel:

LNG, Ethane, LPG,

MeOH ……..

MC/ME/-C engine

0.10%S fuel, 0.50%S fuel:

Low S HFO, MDO/MGO

MC/ME/-C engine

0-5%S fuels:

HFO/MDO + Scrubber

Compliant fuel High sulphur fuel

4

4

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18

What Fuel will be used in 2020 and

beyond?



Which fuels will be used in 2020 and

beyond?


Dual Fuel:

LNG, Ethane, LPG,

MeOH ……..

MC/ME/-C engine

Single Fuel:

0.10%S fuel, 0.50%S fuel

MC/ME/-C engine

0-50%S fuels:

HFO/MDO + Scrubber

Compliant fuel High-Sulphur fuel


MC/ME/-C engine

0-5%S fuels:

HFO/MDO + Scrubber

MC/ME/-C engine

0-0.5%S fuels:

HFO/MDO + No Scrubber

No fuel >0.50%S used

or carried for use on

board a ship

4

6

24

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Use of High-Sulphur fuel after 2020


https://www.google.dk/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&cad=rja&uact=8&ved=0ahUKEwibyK2d5-fVAhXEC5oKHVotD48QjRwIBw&url=https://business.un.org/en/entities/13&psig=AFQjCNGa-ceNnOZR7XgUXXw9rILb8PQ8FQ&ust=1503387020718738

https://www.google.dk/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&cad=rja&uact=8&ved=0ahUKEwjfh7Ls5-fVAhXmbZoKHfe-B_EQjRwIBw&url=https://thenounproject.com/term/certificate/93098/&psig=AFQjCNGu7f3JYQQNuOZm7kap8LQz217lPA&ust=1503387179544157


We can learn from the SECAs

ULSFO ≤ 0.10% Sulphur fuels

There are a range of different types fuels

These are not distillate types, rather new blends or types

General characteristics are:

Higher viscosity than distillate

Some contain cat fines (Al+Si)

Some have high pour points

Compatibility with other fuels may also be an issue.

Service letter

SL2014-593


Cat fines and engine wear

4

8

Cat fine trapped between

piston ring and liner ->

wear

Cat

fines

24

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Cat-fines in fuel: • Severe wear of

liners

• Severe wear of

rings

• Wear out of CL-

grooves

• Scuffing


Cat fines Paper

Link to the paper:

https://marine.man-

es.com/marketing-

publications/catfines-paper

24

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https://marine.man-es.com/marketing-publications/catfines-paper









For more information.

Service Letters for:

• Two-stroke and

• Holeby GenSets

Please visit:

http://marine.man.eu/two-stroke

and

http://marine.man.eu/two-stroke/ceas

Two-Stroke Homepage

24

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51 < > MAN Diesel & Turbo LRJ/LDR2016.14.09 5

1

Content

1. Stability of the fuel a. The fuel must be stable at delivery, and in typical ship fuel

systems and in

the high-pressure fuel injection equipment.

2. Compatibility between different fuel batches a. Different fuel batches may not be compatible

Don’t mix differen`t fuel batches

3. Fuel characteristics may vary between fuel batches

within the same grade: Pay attention and act upon

results

a. Viscosity of the fuel Pay attention to the fuel temperature

b. Density of the fuel Use the correct gravity disc in classic separators

c. Cold flow properties of the fuel Heat the fuel sufficiently above pour point and possible wax

formation point

4. Cylinder lube oil a. Use lube as according to fuel S – refer to relevant SL’s

5. Piston rings a. All piston rings should have cermet coating – see SL2018-659

6. Jacket cooling water a. Cooling water temperature can be reduced to 80 C.

New Service Letter on 0.50% S fuels Coming October 2018

Operation on

fuels with less

than 0.50%S

• Don’t mix diffferent fuel

batches

• Pay attention the actual

fuel charecteristics –

and act on the results.

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Service Letters

SL2014-587 Cylinder Lubrication Update

SL2014-593 Guidelines for Operation on Fuels with less than 0.1%

Sulphur

SL2015-663 Cylinder and System Oils

SL2016-633 Hard-Coated Piston Rings for Operation on Ultra-Low

Sulphur Fuel

SL2017-638 Cleaning of Heavy Fuel Oil and Maximum 0.10% Sulphur

Fuels

SL2018-659 Cermet-Coated Piston Rings for Operation on Low-Sulphur

Fuels (0.5%S or lower)

SL2018-665 SOx Scrubber Retrofit on 2 Stroke Engines in Service

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Service Letters

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Recommendations

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Makbule Baldik Le

Fay

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Recommendations:

Installation of Cermet Coated Piston Rings on all three/four rings to reduce

the risk of seizures and scuffing as well as adjustment of cylinder lubrication.

See Service Letter Service Letter SL2018-663/JUSV

Correct Cylinder Lube Oil: High Sulfur + high(er) BN, Low Sulfur = low BN.

For Guidance:

-Brochure “Guidelines for Operation on Fuels with less that 0.1% Sulfur

https://marine.man-es.com/docs/librariesprovider6/test/guidelines-for-operation-on-fuels-with-

less-than-0-1-sulphur.pdf?sfvrsn=ee5922a2_5

Service Letters as described in slide above

Best way to ensure engine operation with low sulfur

fuels

https://marine.man-es.com/docs/librariesprovider6/test/guidelines-for-operation-on-fuels-with-less-than-0-1-sulphur.pdf?sfvrsn=ee5922a2_5


























Cylinder Condition Piston ring for ULS

Service Letter SL2016-633

Introducing Full cermet coated ring

packs for ULS operations (ME-C-GI).


Cylinder Condition Piston ring for ULS

NEW Service Letter

concerning 0.5% fuel

operation.

Apply Cermet coated rings


Emission Project Guide

How to find it online:

http://www.mandieselturbo.com

Products

Low speed

Project guides



How to find the guide online:

http://www.mandieselturbo.com/


Emissions: Frequently Asked Questions and

CEAS

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1) Emissions: Frequently Asked Questions available from MAN –ES

Please contact me for a copy of the FAQ as it’s updated regularly.

2) CEAS – Computerised Engine Application System:

https://marine.man-es.com/two-stroke/ceas

CEAS allows you to measure Emissions with all kinds of emissions given

different fuels, AND has measurements to use scrubber.

3) Market Update Note: MUN2017-11-24Two-Stroke Engines Under the

2020 IMO Sulphur Cap and the Impact on Engine Design

Answers to Typical Questions









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

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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.

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