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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

[email protected]


We have alternate fuel engines in all

of the 2 stroke engine sizes

12K98ME82MW-C

6S35ME5.2MW


BIG engines use a lot of (many kinds of) fuel


The 2018 Two-Stroke Engine Program

All available as Dual Fuel Engines, GI or LGI


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


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


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


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)


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


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.


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


Alternate Fuel Price Development


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.


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.)


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


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.


ME-GI Combustion Principle

The ME-GI engine is

an dual fuel engine

Diesel combustion

process

High efficiency

Main injection

Pilot injection


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


High-speed imaging: Pilot+Gas

Frames/second: 5600

Exposure time: 19 ms

Diesel pilot

Gas flame


Gas injection valves

Blow-off valve

Purge valve

Gas block

ELWI valve

ELWI valve

Window valve

ME-GI ConceptComponents on Cylinder Cover - Overview


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


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


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


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).


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


- 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


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


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


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


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.


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.


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


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


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.


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


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


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


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.


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.


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.


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.


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


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


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


No. of

vsl.

Opt.

vsl.

No. of


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



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


No. of

vsl.

Opt.

vsl.

No. of


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 ME-LGIM/ ME-LGIP 24 Engines


Engine type ME-LGI


No. of

vsl.

Opt.

vsl.

No. of


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 ME-GI/E 21 Engines



<

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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