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1 < > MAN Diesel & Turbo LEO8 Fyns Maritime Klynge 25.10.2013

MAN Diesel & Turbo

20

13

„Engineering the Future – since 1758“

• MAN B&W low speed TierIII

Technologies

• Jesper Gram

• LEO8 – Emission Technology


All data provided on the following slides is for information

purposes only, explicitly non-binding and subject to changes

without further notice.

Disclaimer


Volkswagen Group


Organizational Structure MAN Diesel & Turbo

Executive Board

Group Functions (Gx)

SBU

Marine Systems

SBU

Power Plants

SBU

Turbomachinery

SBU

Engines

SBU

After Sales

Support Functions

EL

Support Functions

Rx

Support Functions

Ex

Support Functions

Ax

Global Organization (GO)

BU Power Plants (P)

BU Low Speed (L)

BU PrimeServ Turbo (S)

BU PrimeServ Diesel (D)

BU Production (W)

BU Turbocharger (T)

BU Oil & Gas (O)

BU Process Industry (I)

BU Medium Speed (M)


50% of World Trade is powered by

MAN Diesel Engines!

MAN Diesel & Turbo in World Trade


Products Engines & Marine Systems

2-stroke and 4-stroke engines for marine

applications

Output range from 450 kW to 83,000 kW

(Low Speed)

Gensets from 450 kW to 11,200 kW

Fuels: diesel, bio-fuels, heavy-fuel oil,

gas/dual fuel

Complete propulsion packages


Vietnam Vinashin n 2004

Spain Navantia n 1965

Russia Bryansk n n 1959

Poland H. Cegielski Poznan n n 1959

Korea Hyundai Heavy Industries n 1976

STX Heavy Industry, STX Engine n n n 1977

Doosan Engine n n 1983

STX Enpaco n 1995

Licensees Overview Licensee network

Croatia Brodosplit n n 1967

Uljanik n n 1984

Adriadiesel n 1998

U.S.A. Fairbanks Morse Engine n 1995

n Low-Speed n Medium-Speed High-Speed n Turbocharger n CP-Propeller

India Kirloskar n 1977

Japan Kawasaki n n n 1911

Mitsui n n 1926

Mitsubishi n 1929

Hitachi n 1951

J.F.E. Engineering n 1964

Diesel United n 1963

Niigata n 1973

China P.R. CSIC, Shanghai Qiyao Engine (SQE) n n 1980

CSIC, Shaanxi Diesel Engine Heavy Ind. (SXD) n 2004

CSIC, Henan Diesel Engine Heavy Industry (HND) n 2007

CSIC, Wuhan Marine Machinery Plant (WMMP) n 2006

CSIC, Dalian Marine Diesel (DMD) n 1980

CSIC, Yichang Marine Diesel (YMD) n 1989

CSSC, Zhenjiang CME (ZJCME) n n 1980

CSSC, Hudong Heavy Machinery (HHM) n n 1980

CSSC - MES Diesel (CMD) n 2007

CSSC - Guangzhou Marine Diesel (GMD) n 2011

Dalian Locomotive & Rolling Stock Company

(DLRC)

2004

Hangzhou Zhonggao Engine (ZGPT) n 2006

STX Dalian (STXD), STX Fushun (STXF) n n 2007

Jiangsu Antai Power Machinery (JAD) n 2007

Weichai Heavy Machinery (WHM) n 2008

CSR Ziyang Locomotive (CSR) n 2008

Zhongji Hitachi Zosen Diesel Engine (ZHD) n 2008

Hefei Rong An Power Machinery (RPM) n n 2008

Zhenjiang Yungpu Heavy Machinery (YungPu) n 2009

Jinan Diesel Engine Works (JDEW) n 2009


>100 global service centers/hubs in >50 countries

Sites Worldwide Locations (Service Centers/Hubs)


MAN B&W Branded Propulsion Engines

Marketshares Propulsion power

Contracting in 2011 Ships larger than 2,000 DWT/GT

100%=19.2 GW

Source: IHS Fairplay and LB Calculations. FMS/JSA Feb. 2012

61%

7%

1%

0%

31%

MAN B&W *

WAR Low

MIT Low

OTH Low

Other Eng. Types

*) MDT Low speed engines


NOx limits for large marine engines

NOx (depends on ship keel laying date):

Tier II 1st January 2011

Achieved by in-engine measures

(also globally after 2016)

Tier III 1st January 2016

Advanced NOx reduction methods

(only in defined Emission Control Areas, ECAs)

Ship construction date Inside NOx ECA Outside NOx ECA

Before 2000 uncontrolled uncontrolled

2000 to 2010 Tier I (17.0g/kWh*) Tier I

2011 to 2015 Tier II (14.4g/kWh*) Tier II

After 2016 Tier III (3.4g/kWh*) Tier II

* engines with maximum rpm <130


NOx limits for new engines


Current adopted ECAs:

Baltic Sea & North Sea: SOx ECA

North America: NOx and SOx ECA (from August 2012)

US Caribbean: Nox and Sox ECA (From 2014)

Our expections on likely future new ECAs, prioritised:

1. Baltic Sea NOx ECA

2. North Sea NOx ECA

Japanese NOx ECA – no?

< 12 >

Emission Control Areas

Source: DNV (http://www.dnv.com/resources/reports/greener_shipping_north_america.asp)

http://www.dnv.com/resources/reports/greener_shipping_north_america.asp


Nox reduction candidate technology

Tier III candidate technology:

WIF (Water in Fuel emulsion)

SAM (Scavenge Air Moistening)

EGR (Exhaust Gas recirculation)

SCR (Selective Catalytic Reduction)

Turbochargercompressor outlet

Seawaterinjectors

Freshwaterinjectors

Fresh water drain

Flow changecyclone waterseparator

WMC Sea water drain

Turbochargercompressor outlet

Seawaterinjectors

Freshwaterinjectors

Fresh water drain

Flow changecyclone waterseparator

WMC Sea water drain


NOx technology overview

EGR+WIF (2009)

EGR (3rd gen. 2009)

SCR (2010)

EGR (2nd gen. 2007)

SAM (2008)

WIF (2009)

Tier II tuning

Tier I engine

Approved Method

pre-2000

-20%0%20%40%60%80%100%

NOx reduction potential

MAN Diesel & Turbo, Low Speed: NOx reduction technologies

Tier III Tier II

MAN B&W

Tier III

WIF: Water/Fuel emulsion SAM: Scavenge Air Moistening EGR: Exhaust Gas Recirculation SCR: Selective Catalystic Reduction


Tier III NOx Technologies

NOx reduction with SCR

(Selective Catalyst Reduction)

NOx prevention with EGR

(Exhaust Gas Recirculation)


Operation on LNG,

HFO and MGO non

ECA

ECA operation on LNG and

MGO 0,1% sulfur content

Full fuel flexibility incl.

ECA operation on HFO

with high sulfur content

SOX scrubber

EGR or SCR

+ EGR

+ SCR

or +


Tier III EGR Exhaust Gas Recirculation on MAN B&W engines

1992 Kawasaki, EGR+WIF

1980

7L67GFC

1992-95 4T50MX EGR 2012 6S80ME-C Tier III

2016

Tier III engine programme

1991

1L42MC

20

16

20

10

20

00

19

90

19

80

2004-12 4T50ME-X EGR

2010

Alexander Maersk


Basic EGR principle

Exhaust

gas

loop Effects by EGR

CO2 replaces O2 in the

scavenge air.

CO2 has a higher heat

capacity thus reducing the

compression temperatures.

Reduced O2 content in the

scavenge air reduces the

peak temperatures.

NO2 formation depends on peak

combustion temperatures and N2/O2

concentrations in the combustion air


EGR – principal system layout


EGR System Layout with T/C cut-out


EGR System Layout with cylinder bypass


MAN B&W two-stroke diesel EGR engine

EGR inlet pipe &

pre-scrubber

Dual cooler

EGR scrubber

EGR blower

Distribution chamber

Mixing chamber

EGR outlet pipe

Matched for 40% Exh. Gas Matched for 60% Exh. Gas


Turbo charging, cut-out design

Description:

• During EGR operation is the

small TC cut out

• The large TC is matched to

60% exhaust gas

• Remaining 40% exhaust gas is

used by the EGR system


EGR module top

Components

EGR shutdown valve

Pre-scrubber gas pipe

Scrubber water inlet pipes

Injection nozzles

Description:

• Hot exhaust gas is guided through

the valve to the EGR module

• Scrubber water is injected into the

gas

• Temperature falls to approx

80deg.C due to water evaporation


EGR control system architecture

Title

MPC 1..n

EGRI1 EGRI2

EGRI3

EGRCU

ME MOP

ME system EGR system

EGRI4

EGR MOP

EGRI5

MPC’s

User inputs

WTS Engine EGR Blower


Gas distribution

Components

• EGR blowers

• EGR gas pipe

• EGR Change over valve

• EGR mixing

Description:

• The cleaned gas is driven by the EGR

blowers

• The gas is guide from the EGR module to

through a change over valve to the normal

air cooler unit bottom

• EGR gas is mixed with normal scavenging

air before the gas mix enters the

scaveneging air receiver.


Water treatment system (WTS)

from Alfa Laval

Cleans the scrubber water for

reliable scrubber operation.

Cleans the discharge water to

IMO criteria's.

Automated control system.

NaOH dosing.

Produce pumpable sludge.


EGR key components

EGR cooler EGR blower

Valves EGR sensor

EGR unit

On engine Off engine

Water Treatment System

Scrubber Control system

Tanks

Drain


Section of

EGR-unit

EGR Scrubber

Reversing Chamber

TC cut out valve

MET42

EGR Drain system

WMC

EGR-coolers

Outlet for EGR-blower

Prescrubber

EGR shut down valve

EGR Scrubber


EGR control system - HMI


EGR installation example


EGR Service Test on Alexander Maersk

with 3% sulphur HFO

Currently more than 2200 running hours with EGR in

operation is achieved and the crew onboard is

operating the EGR system.


EGR Service Test on Alexander

Maersk with 3% sulphur HFO

M/E cooler top

Piston rings EGR housing

Water mist catcher

Control system Scrubber water cleaning


Service Experience 6S80ME-C9.2

EGR

EGR shoptest Oktober 2012

EGR test run on Sea-trial January 2013

EGR Commissioning trial Marts 2013

Approximately 700 EGR operational hours

Only minor problem experienced

Operated by Crew

No influence on engine components


Fuel oil consumption – test results

-10

-8

-6

-4

-2

0

2

4

20 40 60 80 100

g/kW

h

Engine load

Fuel oil consumption

Mode 1

Mode 3

Mode 4


Emissions – test results

0,00

5,00

10,00

15,00

20,00

25,00

0 20 40 60 80 100

g/kW

h (

ISO

)

Engine load

NOx emission

Mode 1

Mode 3

Mode 4


Test results: scrubber and WMC

0

20

40

60

80

100

120

SO2 in SO2 out PM in PM out

SO2 PPM PM mg/Nm3

SO2

[PP

M]

Par

ticu

late

mat

ter

[mg

/Nm

3]SO2 and PM before and after MAN B&W EGR2

scrubber @75% load (T12091)


EGR 2 – Service Experience

Inspection of EGR gas way through the engine.


EGR System Layout with T/C cut-out



EGR inlet pipe &

pre-scrubber

Dual cooler

EGR scrubber

EGR blower


Mixing chamber

EGR outlet pipe

Matched for 40% Exh. Gas Matched for 60% Exh. Gas



EGR inlet pipe &

pre-scrubber &TC Cut off valve


Pre-Scrubber + Distribution chamber

Upper pre-scrubber nozzles have

turned themselves

New nozzle-flange-design is

welded and nozzle can’t turn by

themselves.


Pre-Scrubber + Distribution chamber

Salt deposits on cooler

(the salt will be dissolved by

water when EGR is running)

During EGR-running:

Scrubber water hits the T/C

Cut Out valve. The water

evaporates and leaves the salt


T/C Cut Out Valve

seem not to be corroded

Hard to see difference salt/rust


Busan 2013-08-20

No EGR-running for the

previous 2 months

Salt deposit from TC cut out

valve was not removed.

Ningbo 2013-08-23

EGR-system been running 2

hours during voyage:

Busan – Shanghai - Ningbo



Dual cooler



Dark-coloring in distrubution-chamber is not corrosion as it can removed

with water


Salt deposits in ”calm” areas of distribution-

chamber


Guiding plates installed to prevent EGR gas

and water bypass



EGR scrubber

EGR blower


Scrubber inspection – Looks clean

There is a very thin layer of greasy sooth


Water mist catcher (scrubber-side)

There is a thin layer of non

sticky greasy sooth on the

surface of WMC-lamellas


Water mist catcher

(suction chamber side)

Greasy sooth is not sticking

on the WMC


EGR-blower suction chamber – Lower part

greasy sooth lumps have accumulated


EGR-blower suction chamber – Upper part

Thick layer of greasy sooth the oil-drip-drain seems to work - leading oil directly to the

drain


EGR-blower suction chamber – Upper part

EGR-blower – not affected by greasy sooth


Removal oil by blanking of non-return-valves

Change-air is passing through balancing pipe

Non-return-valve blanked in

scav.air receiver

Busan 2013-08-20

Inspection of

EGR-blower suction-chamber

(1 week later)


EGR-blower accumulating mix of Water, Oil

and Acid.

May/june 2013

Inspection of EGR blowers

showing accumulated liquid mix

of acidic water/oil in hollow

space of impeller-housing

According to Siemens, not a

problem however they

recommended a permanent

drain.

Drains installed in

Busan August 2013



Mixing chamber

EGR outlet pipe


EGR-pipe

(from EGR-blower to EGR-mixing-chamber )


EGR-mixing-chamber

Greasy sooth have been

carried by the EGR-gas


EGR-mixing-chamber

Bigger greasy sooth lumps have

fallen down or got stuck in the

WMC.


Continuously development O2-sensor-setup

Present O2-sensor-setup at Maersk

Cardiff

Only manual calibration and only

surveillance of sensors

New setup – currently testing at our

test-engine.

With automatic calibration and

surveillance of

sensors/pressures/flow.


EGR2 –Service Experience

Drain Pipes

• Drain pipes from ME WMC.

• Permanent solution; In EGR operation to lead drained liquid back to WTS


EGR concept and maturing

1. Standard Tier III EGR

2. Maturing level 1 - reliability

4. New concept development

March

2013

3. Maturing level 2 - cost

Jan

2016


SCR Reference List

for MAN B&W 2-stroke Engines

8K45GF ship Post turbine Start 80’ties

6S50MC ship NOx reduction 93-95% 1989




12K80MC-GI-S Chiba, Japan NOx reduction up to 98% 1993

4L35MC-S Mannheim, Germany NOx reduction >93% 1995

4x7K60MC-S Nam Cheju, Korea NOx reduction >93% 1998

6S35MC ship NOx reduction >93% 2002

2x9K80MC-S Macao NOx reduction >93% 2002



12K80MC-S Buk Cheju I, Korea NOx reduction >88~95% 2005

12K80MC-S Buk Cheju II, Korea NOx reduction >88~95% 2008

7L35MC-S (Bio) Brake, Germany NOx reduction>98% 2008

6S46MC-C Ship Tier III 2011


SCR

SCR Challenges on 2-stroke engines • Sulfur content in fuel oil

• Operating Temperatures

• Ammonium slip

• Transient in engine load (Temperatures)

• Before or after TC installation

• Before T/C, compact installation on engine.

• After T/C, larger installation and lower temperatures.

(NH4)2SO4

ABS


SCR Pre- Turbo Charger installation

Vaporiser/mixer

SCR Reactor

V4

V1

V2

V3


Tier III SCR System Pre-turbine SCR

Tier III operation

– The exhaust gas is

directed to the SCR

reactor


SCR and Two-Stroke Diesel Engines Challenge

SCR temperature requirement for operation on HFO is min. 330°C


SCR Pre-TC valves system

Scavenge air receiver

V4

V2

V1

V3

Reducingagent

Exhaust gas receiver

Vaporizer/mixer

SCR Reactor

Tier II SCR system is cut off

• V2 and V3 is closed

• V1 is open

Tier III SCR system is in operation

• V2 and V3 is open

• V1 is closed

V4 (SCR bypass) used to increase

temperatures at low engine load


SCR and Two-Stroke Diesel Engines Result

SCR temperature requirement for operation on HFO is min. 330°C


Tier III Achievement Further Work Gathering service experience

MDT and Hitachi Zosen Corporation

are looking forward to proving the

designs in service

Santa Vista information

IMO number: 9527946

Name of the shipyard: NAIKAI ZOSEN

Hull number: 744

Vessel type: 38,000 DWT, general

cargo carrier

Vessel Name: SANTA VISTA

Vessel Owner: BOT Lease Co., Ltd.

Operator: NISSHO Shipping Co., Ltd.


SCR HMI


Jesper Gram

[email protected]

[email protected]

MAN Diesel & Turbo

Teglholmsgade 41,

2450 Copenhagen SV

Denmark

Phone (main) +45 33 85 11 00

Phone direct +45 33 85 29 36

Do you have any more questions?

mailto:[email protected]

mailto:[email protected]


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

man diesel & turbo

Business

man diesel

exhaust gas

greasy sooth

sox eca

2013 nox limits

data provided

low speed

thin layer