presentation from the blue conference in copenhagen 01 12 2011

01.12.2011 © MAN Diesel & Turbo The Blue Conference 2011 Poul Knudsgaard

MAN Diesel & Turbo

20

11

Environmental rules and regulations

seen as Business opportunities

„Engineering the Future – since 1758“


All data provided on the following slides is for information purposes only,

explicitly non-binding and subject to changes without further notice.

Disclaimer

< 2 >

01.12.2011 © MAN Diesel & Turbo The Blue Conference 2011 Poul Knudsgaard < 3 >

Environmental rules and regulations:

Threats or opportunities?

01.12.2011 © MAN Diesel & Turbo The Blue Conference 2011 Poul Knudsgaard < 4 >

Topics

EEDI

Engines & Fuel

Aft Ship optimization

Examples on Green Retrofits


EEDI

Energy Efficiency Design Index

IMO - International Maritime Organization

EEDI

< 5 >

Regulation has been adopted at IMO on 15 July 2011!


EEDI – Energy Efficiency Design Index

Definition:

EEDI = CO2 emission = ΣP x CF x SFC

Benefit of ship Capacity x Speed

Unit: gram CO2/(Ton*Nautical Mile)

Reference: Requirement :

EEDI

Basics

< 6 >


EEDI

Calculation Formula

Πfj (ΣPME*CFME*SFCME) + PAE*CFAE*SFCAE + (Πfj*ΣPPTI –Σfeff*PAEeff)*CFAE*SFCAE - Σfeff*Peff*CFME*SFCME __________________________________________________________________________________

fi * Capacity * Vref * fw

EEDI =

PMCR PPTO

CO2 emission

Main engine - PTO Ref: 75% *(PSMCR – PPTO)

CO2 emission

Auxillary engine Ref: 2.5% x PMCR + 250 kW

CO2 emission

Power Take In Ref: 75% PTI

CO2 reduction

WHR or similar Ref: 75% MCR

CO2 reduction

Wind, Solar … Ref: 75% MCR

< 7 >


EEDI

Calculation Formula

Πfj (ΣPME*CFME*SFCME) + PAE*CFAE*SFCAE + (Πfj*ΣPPTI –Σfeff*PAEeff)*CFAE*SFCAE - Σfeff*Peff*CFME*SFCME __________________________________________________________________________________

fi * Capacity * Vref * fw

EEDI =

Capacity of ship Cargo ships: 100% DWT

Container ships: 70% DWT

Passenger ships: 100% GT

Ship speed Speed obtained at:

• Specified capacity of ship

• Power as defined in EEDI (75% MCR)

Picture taken from http://fr.academic.ru/pictures/frwiki/83/Sirius_Star_2008e.jpg

< 8 >


EEDI

Stepwise Introduction

Requirements on EEDI – entering into force on 1 January 2013

Regulation: Attained EEDI ≤ (1-X/100) x Reference value

X = 0 for ships built after 1 Jan 2013


X = 20 for ships built after 1 Jan 2020 (X = 15 for some ship types)


EEDI

Capacity

2013 – Reference line

2015

2020

2025

20 % 30 %

10 %

< 9 >


EEDI

Technical Measures

Consequences of requirements

If nothing else is done in the design:

the propulsion power must be reduced

the ship speed will consequently be lower

the total cargo transport by the ship will be reduced

the ship size – or numbers of ships – should be increased to

keep transport capacity

But other solutions are available.

< 10 >


EEDI

Technical Measures

EEDI reduction – examples

Speed reduction

5% reduction of ship speed results in 10% lower EEDI index – increased ship size or more ships

required

Waste Heat Recovery

10% reduction by Waste Heat Recovery

Gas fuelled engine

23% reduction using LNG, due to low carbon emission factor

Increased propeller diameter

Propeller efficiency increase by increased propeller diameter and lower engine

speed

Derated engine

5-10% reduction by derated engine – might cost engine margin

Ship and propeller optimising

Ship specific solutions by optimising hull and propeller

Alternative (green) power

Green, CO2 neutral power, as e.g. wind/solar energy

< 11 >


12K80MC-GI-S – Chiba Power Plant

The 10 Years GI Experience

1994 - 2003

Mitsui

GI = High Pressure Gas Injection

< 12 >


Layout diagrams of new green series of G-ME engines

compared with existing super long stroke S-ME engines

Source: LEE4/BGJ

Longer Stroke

Lower rpm

Larger Propeller

Higher Efficiency

Fuel and CO2 Savings

G-ME Engine Series

Increased Stroke to Bore Ratio

< 13 >


MAN Alpha

System Supply Approach

Propellers interacts mechanically with

Shaft – vibration, whirling

Bearing – load distribution

Gearbox – thrust bearing

Engine – vibration (torsional, axial)

Propellers interacts hydrodynamically with

Hull – efficiency, cavitation (noise/vibration)

Struts – flow alignment

Rudder - manoeuvring, erosion

< 14 >


The optimum design

The Balanced Design

Fuel Consumption Vibration/Noise/Comfort

< 15 >


MAN Alpha - Aft Ship Approach

The DFDS pilot project

2 x 3000 LM RoRo Vessels

Owner: DFDS, Denmark

Yard: P+S Werften, Germany

NB500 / 501

M.E.: 2x8S40ME-B9.2

2 x 9.080 kW @ 146 rpm

CPP: 2 x VBS1350 / AT2000

Aux.: 3 x L16/24

Special features

2 x VBS1350 with full feathering capabilities

2 x Becker Marine System twisted rudders

Investigations on optimised rudder bulbs

< 16 >


CFD Calculation of Rudder Bulb

DFDS RoRo project

65 bulb model variants have been

calculated

Best shape offers 2% increased

efficiency in open water condition

Results has been verified at model

basin HSVA in Hamburg, Germany

< 17 >


Self-propulsion Test at HSVA

Without rudder bulb With rudder bulb

< 18 >


Result from Self-propulsion Test

Annual fuel oil savings > 250.000 €

Pay back time < 4 months

< 19 >


MAN|PrimeServ

The Environmental Focus

“Green Retrofit”

Rules Pay - Back

Green

Image

Competition

< 20 >


Propeller Upgrade & Retrofit

EEDI reduction – “Green retrofit”

< 21 >


Up to 14% fuel savings - and reduced emissions

Reduced propeller noise

Short payback time

25

30

35

40

45

50

55

60

65

70

8 9 10 11 12 13 14 15 16

Pro

pe

lle

r Ef

fici

ency

[%]

Ship speed [kn]

Old design

New design

14%


Propeller Upgrade & Retrofit

< 22 >


Ship Speed Reduction

0

1000

2000

3000

4000

5000

6000

7000

8000

12 13 14 15 16

En

gin

e P

ow

er

[kW

]

Ship speed [kn]

EEDI reduction – propeller “Green retrofit”

Ship speed reduction from 15 to 14 knots

Results in lower EEDI index (approx. 20%)

46

48

50

52

54

56

58

60

62

64

66

10 11 12 13 14 15 16

Pro

pe

lle

r E

ffic

ien

cy [

%]

Ship speed [kn]

Existing propeller New propeller design

13000 DWT Tanker

Improved part

load efficiency

Pay-back time of propeller retrofit < 2 years

< 23 >


Kappel Tip Fin Propeller

Kappel Tip Fin Propeller

3-5 % efficiency gain

M/F Kronprins Frederik

M/F ASK & M/F URD

< 24 >


CPP Propeller Upgrade/ Retrofit

Fuel savings

Passenger, Vehicle and Train

Ferry.

Twin screw : 2 x 9,100 kW.

MAN Alpha: High skew design.

Improved efficiency: 12.5%

M/F Sassnitz

M/F Aurora & M/F Merchant

Passenger, Ro-Ro and Cargo

Ferry.

Twin screw: 2 x 13,200 kW.

Kappel design ICE Class 1A

Super.

Improved efficiency: 8%

< 25 >


CP Propeller Upgrading Projects

Scandlines

Passenger, RoRo Cargo Ferries

Twin screw: 2 x 4,920 kW

Kappel design, adapted to new service profile

Improved efficiency: +10%

M/F “Ask”

M/F “Urd”

< 26 >


AHT Nozzle – Alpha High Thrust

HIGH thrust at low speed

Increased bollard pull – up to 16 %

< 27 >


Upgrade of Propeller Blades and Nozzle

13.8% more pull - and less noise

New blades and AHT nozzle Bollard Pull test and

measurement

Facts and Figures Resulting improvement in Bollard pull: 13.8%

Reduction of propeller noise: 30%

Measured Bollard Pull – after upgrade: 79.1 tons

Measured Bollard Pull – before upgrade: 69.5 tons

Propeller: Wichmann, ø3800 / 153 rpm

Engine: Wärtsilä 12V32E, 4.920 kW

GECO TRITON

< 28 >


Speed Pilot

The Overall Structure

“Green retrofit”

< 29 >


Propeller and Aft Ship Optimizing

Upgrade & Retrofit

Rudder Bulb is combined with a twisted rudder

Efficiency gain up to 4 – 6%


Optimize Mewis Duct

Efficiency gain up to 5 – 8%

Optimize the propeller blade design

for the modified wake

< 30 >


Nox-Reduction Technologies

Engine internal measures - “Green retrofit”

NOx Reduction Package for M/F GEISNES

L23/30 engine retrofitted to Tier II limits

Cylinder heads with improved flow properties

Camshaft for optimized timing ties

Fuel equipment (injection pumps and valves)

Increased compression ratio

Retarded injection

Pistons with optimized ring configuration

Comprising:

Cylinder liners with flame ring

< 31 >


Thank you for your attention.

END

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.

< 32 >


Site Frederikshavn

Employees (31.09.2011) : 473

Propellers Gears

Products Propellers

Gears

PrimeServ After

Sales Service

PrimeServ Frederikshavn

+ Employees (D-DK site HOL) : ~

100

< 33 >


Curriculum Vitae – Poul Knudsgaard

Born 23.07.1959 Aabenraa, DK

Married, 4 kids – age 15->28

1985 Marine Engineering Apprenticeship

1988 B. Sc. in Mechanical Engineering

2011 MBA

1988-1991 Project Engineer, APV Anhydro A/S

1991-1992 Sales Engineer, FAG Danmark A/S

1992-2002 Misc jobs at MAN B&W Diesel (CPH & FRH)

2002-2008 Technical Director, RAIS A/S

2008- ? Misc jobs at MAN Diesel & Turbo

Site Manager FRH & Head of PrimeServ Four-stroke DK

Supervisory Board member: MARCOD and EMUC

< 34 >


H.A.M. (Humid Air Motor) A System Preventing NOx Formation

H.A.M. Influence on NOx Formation

Humidification of the charging air increases heat capacity and lowers the O2 content

High heat capacity and low O2 in the charging air gives low combustion temperatures

Low combustion temperatures gives low NOx

< 35 >


Installation of H.A.M. M/V “Kvannøy” – 84 meter Purse Seiner / Trawler

Engine type : 16V28/32A

Reduction gear : ACG 950

CP Propeller : VB 1080

Propulsion control : AT IIA

Installation of Humid Air Motor (H.A.M.)

Wet methods - “Green retrofit”

61. 3% NOx Reduction after Retrofit

IMO E2 NOx emissions - reduced from 9.3 g/kWh to 3.6 g/kWh

http://www.youtube.com/watch?v=sb1SA0U5rSM

< 36 >

http://www.youtube.com/watch?v=sb1SA0U5rSM


M/V “Mariella” – H.A.M Installation Test Results Measured Onboard

Emissions of NOx decreased from 14.32 g/kWh to 4.57 g/kWh (68%)

Emissions of THC (C3) increased from 0.17 g/kWh to 0.21 g/kWh (22%)

Emissions of CO decreased from 0.75 g/kWh to 0.71 g/kWh (4.8%)

Emissions of Particulate Matter (PM) increased from 0.30 g/kWh to 0.46 g/kWh (56%)

Fuel consumption decreased from 216.8 g/kWh to 212.1 g/kWh (2.15%)

All figures are corrected according to ISO 8178.

Emissions and fuel consumption for 25, 50, 75 and 100% load are weighted according to ISO 8178, E3 cycle (Propeller curve),

Measured switching from air cooler to H.A.M. operation:

< 37 >



Dry methods - “Green retrofit” Installation of Selective Catalytic Reduction (SCR)

IMO MARPOL, Annex IV - Tier III compliant

Treatment of exhaust gas after engine

< 38 >


H.A.M. versus SCR – Summery Table

HAM SCR

Low maintenance and operation costs Low investment costs

NOx reduction up to 70% NOx reduction up to 80%

Safe and ecological process Possible urea slip, risk of N2O formation

Improved performance at part load operation, dependent on available heat

Reduced performance at part load operation dependent on exhaust gas temperature

“Lighter” system Heavy system reduces the total payload of the ship

No fuel quality limitation:

The engine can run on high sulphur fuel oil (HSFO)

Engine needs low sulphur fuel oil

(LSFO) during SCR operation

No additional reducing agent (uses sea water only), water decalcification agent necessary

Urea transport + storage aboard ship

< 39 >



Dry methods - “Green retrofit” Installation of Exhaust Gas Recirculation(EGR)


O2 in the scavenge air is replaced with CO2

Exhaust

gas

loop CO2 has a higher heat capacity -

thus reducing the peak temperatures

Reduced O2 content in the scavenge air –

thus reducing the peak temperatures

Decreased peak temperatures reduces the

formation of NOx

< 40 >


Conversion to Gas Fuelled Engines

Two - Stroke


23% EEDI reduction using LNG, due to low carbon emission factor

Improved opportunities for Waste Heat Recovery

Four - Stroke

Clean combustion of natural gas


< 41 >


Waste Heat Recovery

EEDI reduction – by Waste Heat Recovery

Reduction of EEDI by Waste Heat Recovery - Opportunity for “Green retrofit”

< 42 >

presentation from the blue conference in copenhagen 01 12 2011

Documents

lee4bgjthe blue conference

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