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1< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
TrainMos II. Madrid-November-2.015
LNG and New Fuels for the Maritime Industry. Is the Technology Ready?
Fernando Marcos
+34 670 416 409
MAN DIESEL & TURBO
2< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
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
3< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
RegulationWording 66th MEPC session, London 2014
ECAs since 04/2014: US Coast:
The amendments provide for the Tier III NOx standards to be applied […] on a ship constructed on or after 1 January 2016 and which operates in the North American Emission Control Area or the U.S. Caribbean Sea […]
Possible ECAs (Baltic Sea, North Sea, Japan Coast)
…the Tier III requirements would apply […] when operated in other emission control areas which might be designated in the future for Tier III NOx control. Tier III would apply to ships constructed on or after the date of adoption […], or a later date as may be specified in the amendment designating the NOx Tier III emission control area. …yachts (ships used solely for recreational purposes) of less than 500 gt constructed before 1 January 2021 do not need to comply with Tier III requirement, … yachts of less than 24m… no Tier III even after that date.
N-ECA 2016
Possible N-ECA before 2021
Source: 66th MEPC session, 31 March to 4 April 2014, London
4< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
RegulationDifferences between SOx & NOx ECA
Augsburg
N-ECA 2016
Possible N-ECA bevor 2021
Augsburg
S-ECA
Possible S-ECA
Tier III Nox ECAs after 01/2016 (keel laying)
US Coast + Caribbean Sea
Possible ECAs …migth be designated in the future…(Baltic Sea, North Sea, Japan Coast)
Source: 66th MEPC session, 31 March to 4 April 2014, London
SOx-ECA NOx-ECA
5< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Regulation Values and enforcement dates: NOx – SOx - CO2 (Efficiency)
0
1
2
3
4
5Sulphur / %S-ECA S-Global
NOx / [g/kWh]N-Global N-ECATier I
Tier II
Tier III
Only US/Caribbean
All vessels (old and new)
Only newbuildings
… and local regulations. ie: SOx emissions in European ports.
EEDI – CO2 (g/t.nm) Global
6< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Industry drivers Efficiency & Environment
Industry Drivers
Efficiency Environment
Strategy
Prime Movers Abatement Fuels
PropulsionSystems
7< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Industry drivers Efficiency & Environment
Industry Drivers
Efficiency Environment
Strategy
Prime Movers Abatement Fuels
PropulsionSystems
8< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Efficiency is kingPropulsion efficiency enhancers
9< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Industry drivers Efficiency & Environment
Industry Drivers
Efficiency Environment
Strategy
Prime Movers Abatement Fuels
PropulsionSystems
10< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
DeNOx Reduction Technologies4-Stroke Tier III
MDT 4-stroke
Conventional
SCR
LNG - DF
Tier III
Tier III on gas
SCR
Tier III (Gas & Fuel)
11< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
MAN SCR SystemChemistry – Selective Catalytic Reduction (SCR)
12< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
MAN SCR-System Typical Layout
13< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
MAN SCR-SystemFrom 430 kW up to 21.600 kW
430 kW 21,600 kW
StandardizedSCR packages
SaCoSone
ControlFull IMO Tier IIIbefore 2016
from 430 – 21.000 kW Engine and SCR controlled by SacosTexh, urea dosing, NOx-out
Compact & flexible design
Backpressure 15-20 mbar According to IMO Tier III NOx-Limits
14< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
DeNOx Reduction Technologies4-Stroke Tier III
MDT 4-stroke
Conventional
SCR
LNG - DF
Tier III
Tier III on gas
SCR
Tier III (Gas & Fuel)
15< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Diesel cycle (HFO, MGO, MDO)
Gas mode with homogeneous andlean mixture (LNG, MN>70)
Cylinder selective admission withoptimal gas mixing pipe within theinlet port
Pilot injection valve for ignition
Liquid mode: >99% (Main Fuel)<1% (Pilot Fuel, DMA)
Gas mode: >99% (Natural Gas)<1% (Pilot Fuel, DMA)
Four Stroke Dual FuelCombustion process
16< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Four Stroke Dual FuelEngines Portfolio
L+V 51/60DF• 6,7,8,9,12,14,
16,18 cyl.• Main & Aux.
Engine• From 6 MW to
18 MW
L 35/44DF• 6,7,8,9,10 cyl.• Main & Aux.
Engine• From 3,1 MW
to 5,3 MW
L 28/32DF• 5,6,7,8,9 cyl.• Aux. Engine• From 1 MW to
1,8 MW
L 23/30DF• 5,6,7,8 cyl.• Aux. Engine• From 0,6 MW
to 1,2 MW
17< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
DeNOx & DeSOx Reduction Technologies4-Stroke Tier III
MDT 4-stroke
LNG-DF 4-Stroke (HSF)
SCR
4-Stroke (LSF)
SCR
SCRUBBER
Tier III on gas
Tier III
Tier III SCR
Tier III
(gas & Fuel)
18< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Wet scrubber Open Loop
SOx-Reduction by sea water
Reduction rate over 98%
No auxilliary materials needed
No water cleaning, just monitoringrequired
SOx Reduction Technologies Wet Scrubber – Open loop – Closed loop - Hybrid
Wet Scrubber Closed Loop
SOx-Reduction by fresh water and caustic soda
Reduction rate over 99%
No discharge of poluted water
Ability to cope with low alkalinity water
Wet Scrubber Hybrid System
Combination of open and closedsystem
Running on sea water when possible(lowest costs)
No waste water discharge wheneverrequired
Maximum flexibility
19< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
SOx Reduction Technologies Wet Scrubber – influencing factors
Influencing factors for SOx reduction:
Water temperature
Partial pressure SO2
Alkalinity
Salinity
20< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
DeNOx Reduction Technologies2-Stroke Tier III
MDT 2-stroke
LNG or LPG or …DF - ME-GI/ME-LGI
SCR(HP or LP)
EGR
HFO/MDO/MGOME
SCR(HP or LP)
EGR
Tier III (Gas & Fuel) Tier III
21< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
DeNOx Reduction Technologies2-Stroke Tier III – EGR: Exhaust Gas Recirculation
22< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
EGR is a standard in the car industry since 2.006 (Audi, Mercedes, Volvo, MAN, etc.)
MAN Two Stroke Engine with EGR
EGR – Exhaust Gas RecirculationFrom cars to ships.
23< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
EGR Exhaust Gas Recirculation
SCR Selective Catalytic Reduction
DeNOx Reduction Technologies2-Stroke Tier III
24< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
DeNOx Reduction Technologies2-Stroke Tier III
25< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
DeNOx & DeSOx Reduction Technologies2-Stroke Tier III
MDT 2-stroke
LNG or LPG or …DF - ME-GI/ME-LGI
SCR(HP or LP)
EGR
ME (HSF)
SCR(HP or LP)
EGR
ME (LSF)
SCR(HP or LP)
EGR
SCRUBBERTier III (Gas & Fuel) Tier III
Tier III
26< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Industry drivers Efficiency & Environment
Industry Drivers
Efficiency Environment
Strategy
Engines Abatement Fuels Other
27< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Alternative FuelsWhy to consider an alternative fuel
Meeting SOx requirements.Price.Price expectations.Logistics and bunkering.Cheaper in CAPEX when compared with scrubbers.Easy to retrofit.When fuel can be taken from cargo tanks.
28< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Fuel LNG LPG* Methanol Ethanol DME Ethane Diesel
Liquid density (kg/m3) 430-470 455-550 796 794 670 447 860
Lower heating value (MJ/kg) 49.2 46 19.9 27 28.7 47 43
Boiling temperature(⁰C at 1bar) -162 -43-(-1) 65 78 -24.9 -89.0 180-360
Vapour pressure (bar at 20⁰C) NA 8.5-2.2 0.13 0.059 5.3 38.3 <1
Critical temperature (⁰C) -82.6 97-152 239.4 241 127 32.2 435
Kinematic viscosity (cSt at 20⁰C) NA 0.17-0.24 0.74 1.2 0.2 NA 2.5-3.0
Bulk modulus(bar at 50⁰C and PSupply)
NA 1700-3600 8200 9000 5500 NA 15500
Engine type ME-GI ME-LGI ME-LGI ME-LGI ME-LGI ME-GI ME-C/B
* LPG is a mixture of primarily propane (left) and butane (right).
Alternative FuelsAlternative fuels are taking of.
29< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Alternative FuelsCO2 Emissions Reduction
Effective reduction of CO2
Effective reduction of GHG only provided that there is no methane/propane/butane slip ¡¡
(Global Warming Potential (GWP100) of Methane is 34 times higher than CO2 )
30< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Fuel Type MAN Engines SOx NOx NOx - Tier III GHG (*)Methane Slip
Methane-CH4 (LNG/NG)MAN DF Four Stroke Otto Cycle Ø Yes on Gas
Yes on fuel + SCR
ME-GI Two Stroke Diesel Cycle Ø
Yes on Gas & Fuel + EGRYes on Gas & Fuel + SCR
Ethane-C2H6 (LEG) ME-GI Two Stroke Diesel Cycle Ø
Propane-C3H8 (LPG) ME-LGI Two Stroke Diesel Cycle Ø
Butane-C4H10 (LPG) ME-LGI Two Stroke Diesel Cycle Ø
Methanol-CH3OH (MeOH) ME-LGI Two Stroke Diesel Cycle Ø Possible without SCR orEGR
Ethanol-C2H5OH ME-LGI Two Stroke Diesel Cycle Ø DME ME-LGI Two Stroke Diesel Cycle Ø Yes on Gas & Fuel + EGR
Yes on Gas & Fuel + SCRPetrol/Gasoline-C8H18 ME-LGI Two Stroke Diesel Cycle =
Biofuel
Low sulphur-(0,1%S)
MAN Four Stroke Conventional = Yes with SCR
MAN Two Stroke Conventional = Yes with SCRYes with EGR
(*) GHG: Green House Gases. Methane Slip. (Unburned methane or gas released in the exhaust gases)
Risk of formaldehydes emission in case of Otto Cicle (Catalyst Rector is needed)
Emissions ReductionAlternative fuels & available technology
31< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
ME-GI is a Two-stroke Diesel Engine
Mr. Diesel’s Process Mr. Otto’s Process
Otto process gas-air pre-mix
Power reduction needed
Load ramp needed
Sensitive to high ambient Temp
Sensitive to methane number
Pre-ignition / knocking risk / misfiring risk
Gas mixture important
Methane slip significant
Diesel process maintained
Power remain the same
Load response unchanged
No sensitive to high ambient Temp.
No sensitive to methane number
No pre-ignition / no knocking / no misfiring risk
Insensitive to gas mixture
Negligible methane slip
Alternative FuelsEngine Thermodynamic Cycle Matters
32< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Order details
No. of ships: 2 + 3 optionsNo. of engines: 2 + 3Ship type: ContainerCapacity: 3100 TeuEngine type: 8L70ME-C8.2-GIGenSets: 3 x 9L28/32DFBuilder: Doosan
Yard: NASSCO
Owner: TOTE MaritimeFuel type: HFO, MGO, NG
The Worlds first ME-GI Container Vessel Fuels Launching at NASSCO, USA, April 2015
33< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
TOTE MARITIME2 + 3 x 3.100 teu Container Ship
MATSON NAVIGATION2 + 3 x 3.600 teu Container Ship
BRODOSPLIT2 + 2 x 1.431 teu Container Ship
CROWLEY2 x ConRo 2.400 teu
WALLENIUS & NYK2 x LNG PCTC
Container Vessels – ConRo – PCTC: 10 + 8 (optional) vessels
LNG - ME-GI ReferencesContainer Vessels – RoRo – Car Carriers
34< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Order detailsNo. of ships: 2 + 1 optionsNo. of engines: 2 + 1Ship type: Methanol carrierCapacity: 50,000 dwtEngine type: 7S50ME-B9.3L-GIBuilder: MitsuiYard: MNSEngine delivery year: 2015Fuel type: HFO, MGO, Methanol
The Worlds First ME-LGI Methanol EngineShop Test at Mitsui, Japan, June 2015
35< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Combustion performance :
Emission
Efficiency
3 Methanol engines are delivered
by Mitsui
4 Methanol engines from HHI-EMD
is on the way
Tier III fulfillment potential ¡¡
ME-LGI Results from delivery test7S50ME-B9.3-LGI - Mitsui, May 2015
36< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Hartmann Reederei Sinopacific Shipyard 3 x 36K cbm. LEG Carrier TIER II 7G50ME-C9-GI-Ethane (MES) 400 bar injection pressure Alpha CPP with Kappel design Shaft Alternator System Delivery: 2015/16
ME-GI-Ethane Order3 x 36K cbm. LEG Carrier for Hartmann
37< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Glossary
DF Dual FuelECA Emission Control AreaEEDI Energy Efficiency Design IndexEGR Exhaust Gas RecirculationG‐ME MAN Diesel & Turbo two stroke G‐type (Green) engine, elecronic controlled (ME)HFO Heavy Fuel OilHSF High Sulphur FuelKappel MAN Diesel & Turbo propietary design of highly efficient propellerLNG Liquefied Natural GasLSF Low Sulphur FuelMCR Maximum Continuous RatingMDO Marine Diesel OilMDT MAN Diesel & TurboME MAN Diesel & Turbo two stroke engine elecronic controlled (ME)ME‐GI MAN Diesel & Turbo Dual Fuel two stroke engine Gas Injection (GI)ME‐LGI MAN Diesel & Turbo Dual Fuel two stroke engine Liquid Gas Injection (LGI)MGO Marine Gas OilMN Methane NumberNECA NOx Emission Control AreaPBCF Propeller Boss Cap FinSaCoS MAN Diesel & Turbo propietary engine Safety and Contol SystemSCR Slective Catalitic ReactorSCR HP Slective Catalitic Reactor High PressureSCR LP Slective Catalitic Reactor Low PressureSECA SOx Emission Control Area
38< >MAN Diesel & Turbo España S.A.U. Fernando Marcos TrainMos II Nov. 2.015
Fernando Marcos
MAN Diesel & Turbo España S.A.U.
+34 670 416 409
Do you have any questions?