Meeting in Monaco Sept. 2008 Intertanko sept 2008 emission.pdf · Meeting in Monaco Sept. 2008....

© MAN Diesel Asia Licence Days – Okayama 2008

< 1>

Meeting in Monaco Sept. 2008Intertanko

Emission control perspective

© MAN Diesel Asia Licence Days – Okayama 2008L/1962-5.13/0905

(9505/SHK)

Great BritainPaxmanRustonMirrlees Blackstone649 employeesFour-stroke engines•

Marine propulsion•

Military marine•

Power generation•

Rail traction

FrancePielstick703 employeesFour-stroke engines

•


Military marine•

Power generation•

Rail traction•

Service•

Licensor

DenmarkMAN B&W Diesel A/S2.371 employeesTwo-stroke engines•

Research and development•


Power generation•

Service•

Spare parts•

Licensor

Four-stroke engines• Complete propulsion package• GenSets• Power generation• Licensor

GermanyMAN B&W Diesel AG2.760 employeesFour-stroke engines•

Research & development•


Power generation•

Service•

Licensor

Total 6.034As at June 2005

Augsburg

Jouet

Paris

Saint-Nazaire

Colchester

Stockport Hamburg

Holeby

Copenhagen

Frederikshavn

Rostock

Locations of MAN B&W Diesel

© MAN Diesel Asia Licence Days – Okayama 2008 < 3>

6S35MC and 10K98MC-C on Testbed


Marine Marked

Emission Control

Waste Heat , WHR

New Emission reduction projects

New Emission paper.

Contents

4

© MAN Diesel Asia Licence Days – Okayama 2008 5

Engine DevelopmentM

ean

effe

ctiv

e pr

essu

reC

ombu

stio

n pr

essu

reSt

roke

/bor

e ra

tio22 2018161412

0

160 140120100

8060

4.54

3.53

2.5

2

bar

bar

Stroke/bore

MC engines

1975 1980 1985 1990 1995 2000Year

Year1975 1980 1985 1990 1995 2000

MC engines

MC engines

4T50MX

4T50MX

4T50MX

Year

1975 1980 1985 1990 1995 2000

2005

2005

2005

2010

2010

2010

200 180

Mark 9


Proposal for Existing Engines Regulation

Definition of ‘Existing Engines’ (Pre-2000 Engines)

Approved Method (or ‘Kit’)

Availability

NOx Limit (Tier 1)

Introduction Date (Time Schedule)

Documentation & Certification – Approved Method File (or Existing Engine TF)

--

How to handle vessels that are not capable to meet this standard

IMO/BLG agreed that more extensive information was needed


Total 676 218 20,121

Reference List, ME & ME-B Engines

3333053.2008.08.15 (OG/LS)

Type On order/delivered In Service MWK98ME 90 30 5,812K98ME-C 92 19 6,167S90ME-C 11 2 343K80ME-C 25 14 677S80ME-C 24 0 644S70ME-C 155 83 2,895L70ME-C 38 11 720S65ME-C 17 3 342S60ME-C 90 40 1,414L60ME-C 4 0 71S50ME-C 36 10 386S50ME-B 7 0 66L42ME/MC 1 1 6S40ME-B 44 3 300S35ME-B 42 0 277

7

As at 2008.08.15 Totals: 27,357,219 BHP 20,121,235 kW 676 engines


Licensees’ Order Backlog Curve

3335520

GW

Real backlog is up to 50% higher

%605550454035302520151050

97 9998 00 01 02 03 04 05 06 07JapanSouth Korea Europe

213

16

69

65

China

8


Fairplay’s Order Backlog Curve

3335522

WärtsiläMitsubishi MAN B&W Source: LR-Fairplay

GW

60

50

40

30

20

100

2003 2004 20062005 2007

End of the month

70

80

90

100

2008

April

9


Total 553 184 16,727

Reference List, ME & ME-B Engines

3333053

Type On order/delivered In Service MWK98ME 59 25 3,931K98ME-C 92 19 6,226S90ME-C 3 2 90K80ME-C 23 12 613S80ME-C 2 0 49S70ME-C 151 69 2,839L70ME-C 22 8 459S65ME-C 17 3 342S60ME-C 82 34 1,265L60ME-C 4 0 71S50ME-C 30 10 361S50ME-B 7 0 66L42ME/MC 1 1 6S40ME-B 40 1 272S35ME-B 20 0 136

Totals: 301,027,394 BHP 219,199,148 kW 15,127 engines10


Map of Asia

3335537 14


Actual and Predicted Need for Low Speed Engine Power

3335538

GWActual

25

0

20

15

10

5

Prediction

MAN B&W Tank Bulkers Container LPGC

VLCC General Cargo LNGC Others

Source: LR-Fairplay –

MAN Diesel

15


Marine Engine Programme 2008

L/1961-5.21

Two-stroke PropulsionFor Tier l compliance

17



3335609

Two-stroke PropulsionFor Tier ll compliance



193335621

Two-stroke PropulsionFor Tier ll compliance


Four New Large Bore Engines Design Features and Improvements

Test of 7S65ME-C engine at Hitachi in March 2006

Many of the design features on the new engines come from the S65ME-C

K90ME9K90ME-C9K80ME-C9S80ME-C9


Heat

Work

Air 8.5 kg/kWh

21% O2

79% N2

Fuel 175 g/kWh

97% HC

3% S

Lube 1 g/kWh

97% HC

2.5% CA

0.5% S

Exhaust gas 13.0% O2

75.8% N2

5.2% CO2

5.35% H2

O

1500 vppm NOx

600 vppm SOx

60 ppm CO

180 ppm HC

120 mg/Nm3

part

Exhaust Gas Emission

Co2

NOx

SOx

PM

Soot

HC

Global

Local


IMO NOX Limitations

Now

1 Jan. 2011

1 Jan. 2016


Mark 9 8 7 6bore stroke mech.

S 26 980 MCL 35 1050 MCS 35 1400 MC upgS 35 1550 ME-BS 40 1770 ME-B = Engines in our 2008 ,Tier 2 programS 42 1764 MC upg = Engines which will be available in Tier 2 executionS 46 1932 MC-C ME-B upg but with modified components of the combusion chamber.S 50 1910 MC = Engines which will not be offered in Tier 2 performance..S 50 2000 MC-C ME-C ME-B upgS 50 2214 ME-B inco = Inconel claddingL 60 2022 MC-C ME-CS 60 2292 MC upg = Up-graded combustion chamber geometriS 60 2400 MC-C ME-C ME-B upgS 65 2730 ME-CL 70 2360 MC-C ME-CS 70 2674 MCS 70 2800 MC-C ME-C upgK 80 2300 MC-C ME-CK 80 2600 ME-CS 80 3056 MCS 80 3200 MC-C ME-C incoS 80 3450 ME-CK 90 2300 MC-CK 90 2870 MEK 90 2600 ME-CS 90 3188 MC-C ME-C incoK 98 2400 MC-C ME-C incoK 98 2660 MC ME incoK 108 2660 ME-C

electronic

Marine Engine Programme 2008 Tier 2 Compliance


Known and Used Solutions for NOx Control

Up to 98% reductionNOx

2) Use of water emulsion

From 20-50%NOx reduction

To comply with Tier 1 EPA and IMO NO code

1) Modification of injection equipment

receiver

3) Use of selective catalytic reduction

SCR reactor

Exhaust gas

x


Cross sections of fuel-valve nozzle tips

Slide-Valve Design


0

0.5

1

1.5

2

2.5

0 25 50 75 100

Engine Load - %

Part

icul

ates

- g/

kWh

Std valveMini sacSlide

Particulates

12K90MC Mk VI

Particulate Emission


Water Emulsion

From centrifuge

Aut. de-aerating valve

Venting box

Fresh water supply

Supplypumps

Circulatingpumps

Fullflowfilter

Fuel oildrain tank

Heavyfueloil

servicetank

Dieseloil

servicetank

Homo-genizer

Preheater


NOx reduction at 100% Load

20

40

60

80

100

120

0 10 20 30 40

Water content - % mass

Reson HomogenizerHigh pressure mixer10% line

NOx Reduction


NOx Index [(ppm) raw NOx/ (%) raw CO2]Nom. Load (%) Base Fuel 20% H2O 33% H2O 48% H2O

8 282 230 19825 232 222 236 20250 237 207 207 15575 259 208 181

NOx Reductions Relative to Base FuelNom. Load (%) 20% H2O 33% H2O 48% H2O

8 18.6% 29.7%25 4.2% -1.8% 12.8%50 12.6% 12.7% 34.4%75 19.5% 30.2%


PM Index [(mg/M3) raw PM/(%) raw CO2 ]

Nom. Load (%) Base Fuel 20% H2

O 33% H2

O 48% H2

O8 0.92 5.40 11.91

25 1.40 3.14 6.81 9.3150 1.63 2.97 4.03 6.5175 1.34 1.62 3.95

PM increases Relative to Base FuelNom. Load (%) 20% H2O 33% H2O 48% H2O

8 484.9% 1189.8%25 124.9% 387.2% 566.2%50 82.1% 147.0% 299.2%75 21.1% 195.7%


SCR System

1

SCR reactor2 Turbocharger bypass3

Temperature sensor after SCR

4

Large motors forauxiliary blowers

5

Urea injector6

SCR bypass

7

Temperature sensorbefore SCR

8

Additional flange in exhaustgas receiver

32

1

5

6

78

4

Deck

6S35MC


Minimum Temperature for SCR Operation

Needed minimum temperature at SCR inletto avoid ammonia sulphate formation

250

270

290

310

330

350

370

0 0,5 1 1,5 2 2,5 3 3,5 4

Sulphur content %

Tem

pera

ture

in °C

ups

trea

m S

CR State-of-the-art

For 4-stroke marine engines

reliable operation only proven for fuel sulphur contents below 1% For 2-stroke the limit is 1,5 to 2%


Scavenge Air Moisturising (SAM) System

SAM SystemHumidification and cooling of the scavenge air by evaporation of sea waterHigh heat capacity and low O2 in scavenge air give low combustion temperaturesLower combustion temperatures, lower NOx

Full-Scale test in preparationVessel:

M/V Mignon

Owner:

Wallenius Wilhelmsen Engine:

8S60MC


Water Stages on SAM System

Sea Water Inlet

Sea Water Outlet

FW Stage1 InletFW Stage1 Outlet

FW Stage2 Inlet

FW Stage2 Outlet

Transition piece

S-bend for separationof residue SW

Air Cooler withWater Mist Catcher

SW Spray Unit

SW mist catcher

Box with FW1 andFW2 stages


New HAM Application versus Normal Cooler Arrangement


Emission parameters at 100% load at zero, half and full SAM

Absolute humidity (vol./vol.) of scavenge air in %

11511010095

95100

90

25020015010050

1009080706050

Change in %

PM

HC

CO

NOx

0 3 6 9

120

zero half full

NOx Emission Control – SAMEmission Parameters


EGRunit

Schematic Design of EGR system

L/73395-9.0/0902

(2430/NK)

Low O2 in scavenge air gives low combustion temperatures

Re-circulation of exhaust gas lowers O2 in scavenge air

Low combustion temperatures give low NOx

EGR influence on NOx formation

Influence on reliability and safety: Field test


EGR – Exhaust Gas Recirculation

Turbocharger

Scrubber

CleanBrineout

ScavengeAir cooler

WaterTreatmentSystem

Sludge out

EGRBlower

EGRValve



3335239.2007.11.12 (LDF/NK)

NOx Crossover eq. to -20% per 1g/kWh

NOx/SFOC crossover

-60-40-20

020406080

100120

0 10 20 30EGR (%)

Rel

etiv

e N

Ox

in %

0123456789

Rel

ativ

e SF

OC

in g

/kW

hNOx

SFOC


EGR/CGR –

Cylinder Gas Recirculation/ Combustion Gas Recirculation


Emission for a standard engine and an engine with full SAM+10% EGR+30% FWE

Standard With full

SAM+

10%EGR + 30%FWE

NOx g/kWh

HC g/kWh

CO g/kWh

PM g/kWh

Rel. SFOC %

18.04

.25

1.2

0.28

0

7.28 (-60%)

0.60

0.9

0.66

6%


•Operation on low sulphur fuels

3330171/20030429 (3001/UM)

Application of emission control equipment


Fuel Oil Prices, Rotterdam

Today:Price of MDO is about 550 USD/t more than a 380 cSt HFO. 1.5% HFO is 35 to 60 USD/t more expensive than a 380 cSt HFO.

0

200

400

600

800

1000

1200

1986

1990

1994

1998

2002

jan-

06

may

-06

sep-

06

jan-

07

may

-07

sep-

07

jan-

08

may

-08

Year

Diesel

HFO 1.5%

380 cSt

USD

/t

49


ME-GI

Exhaust receiver

Cylinder cover

Valve block

Double wall gas pipes

ELVA and ELGI

CO2

reduction 20 %NOX

reduction 15 %SOX

reduction 90 %Particulate matter reduction 40 %

Few components to change Same performance and lower emissions


Examined parameters

ME parameter test, the following parameters changed:

Injection timing

Fuel injection pressure

Fuel injection rate (injection profile shaping)

Fuel nozzle flow area

Exhaust valve timing (open and close)

Cylinder compression volume

2/3 fuel valves per cylinder


Dedicated Tool for Combustion Analysis

CFD Models

Thermodynamic description of charge11 speciesThermodynamics of burned charge given by 7 species and chemical equilibrium

Spray modelingCombustion modelsEmission formation

3335228.2007.11.12 (LDF/NK)


Parameter Variations

75% load engine load(Engine speed = 112 rpm, MEP = 16.5bar, P-max = 140 bar)

Relative change in NOx value (g/kWh)

Rel

ativ

e C

hang

e in

SFO

C (g

/kW

h)

Test Results

10 g/kWh

10 g

/kW

h SF

OC

Improved NOx/SFOC relation

Normal NOx/SFOC relation

3335220.2007.11.12 (LDF/NK)


se special side

EGR- Exhaust Gas Recirculation Application on 4T50ME-X Test Engine

3335238.2007.11.12 (LDF/NK)


IMO SOX Regulations

New ECA areas could be?:USA West CoastMediterranean Others?

Particulate matter regulated by the

sulphur content of the fuel or by scrubber technology

[3335624.19.05.2008 LS/KEA] 55


MEPC 57 Fuel-Sulfur Content Proposal

56


Fuel Oil Prices, Rotterdam

Today:Price of MDO is about 550 USD/t more than a 380 cSt HFO. 1.5% HFO is 35 to 60 USD/t more expensive than a 380 cSt HFO.

0

200

400

600

800

1000

1200

1986

1990

1994

1998

2002

jan-

06

may

-06

sep-

06

jan-

07

may

-07

sep-

07

jan-

08

may

-08

Year

Diesel

HFO 1.5%

380 cSt

USD

/t

57


1.

Use of low-sulphur fuel

2.

Use of after-treatment such as scrubbers

Basically:

Guidelines for exhaust gas cleaning systems and wash water criteria are finalised as interim guidelines

Regulation 4: Equivalents

Emission reduction must be at least effective as using low S% fuel

Relevant guidelines should be taken into account

No impact on environments of other States

Using a SOx Scrubber is an acceptable Equivalent

How can new regulations for SOX and PM be met?

58


Low sulphur fuel

Use of low-sulphur crude oil, but limited availability

Blending of fuels is a possibility, and is done today

Desulphurisation of HFO

According to the major fuel companies :Much better investment to build high-efficient refineries that can produce more valuable products such as gasoline, diesel and LPG than to build desulphurisation plants for HFO.

http://upload.wikimedia.org/wikipedia/commons/3/36/Refinery.jpg


Challenges of Low-sulphur HFO - Catfines

Source: DNVPS database of 1,012 analysis results (from 1 October – 10 November 2007)

A reduction of the low-sulphur content in HFO has seen a corresponding increase in the abrasives content


Low-sulphur Fuel Operation

Engine

Compatibilityof mixed fuels!

Tank systemconsiderations!

Viscosity!

OilBN10-40-70!

Fuel change-over unitHigh S% Low S%


Mixing Two Different Fuels Case story

Before separator

Bunker sample

Density @ 15C 928.0 932.4

Viscosity @ 50°C 19.5 22.1

Water 0.2 <0.10

MCR 9 10

Sulphur 1.24 1.54

TSP 0.34 0.01

Total sediment accelerated U/F

Vanadium 92 100

0.60

Source: DNVPS

62

~ A fuels stabillity reserve


Low-sulphur Fuel Operation

Engine

Compatibilityof mixed fuels!

Tank systemconsiderations!

Viscosity!

OilBN10-40-70!

Fuel change-over unit!High S% Low S%


Abatement Technology (Scrubbers)- System

SWS

HC

Discharge water monitorpH 6.5Oil <0.5 ppm

45 t/hr per MW

1 MW exhaust

5% to 10% additional oily waste

Engine room

Note: 45 t/hr is based on 100% scrubbing of a 3.5% sulphur fuel. Water flow would be less for lower % of sulphur.

With courtesy from Krystallon

3D view -

front

64


MAN scrubber Background

Objectives Participants Scrubber Goals Test results Ship test

Development and test of scrubber for after-

treatment

Clean Marine

MAN Diesel

PM trapping:

>90%

SOX

removal:

>67%

PM trapping:

35%

80% (salts add.)

SOX

removal:

73%

95% (salts add.)

M.V. Banasol

7S50MC-C

9MW


treatment

Aalborg Industries

Smit Gas

MAN Diesel

PM trapping:

>75%

SOX

removal:

>95%

No results yet! Not identified!


treatment and EGR

MAN Diesel

PM trapping:

>75%

SOX

removal:

>90%

PM trapping:

69%

SOX removal :

87% (NaOH)

7S50MC(EGR)

9MW

.


Further contacts for Scrubber projects

Mes EcoSilencer in Canada – planning ship test on a 6S70MC 12 MW engine in service.

LAB in France – planning ship test avaiting approval at MEPC 58 meeting.

Krystallon in UK – have installed scrubber on one genset engine i april 2008

66


Crude Oil Market

StatusUS$ p/B

15

2025

30

3540

45

50

5560

65

7075

80

2000 2001 2002 2003 2004 2005 2006 2007

Price end month


CO2 Emissions per Unit Load by Transport Mode

Source: Ministry of Land, Infrastructure and Transport (Japan): The Survey on Transport Energy 2001/2002MOL (Japan): Environmental and Social Report 2004

Large Tanker

Large Containership

Railway

Coastal Carrier

Small-size Commercial Truck

Airplane

Standard-size Commercial Truck

100 200 300 400

398

226

49

11

6

3

1

0

Units Relative


Thermo Efficiency Systems Options for exhaust Gas Utilisation

CODAG Combined Diesel and GasturbinePower turbine + Holeby GenSet

Power Turbine Stand AlonePTG -

Power Turbine Generator

Thermo Efficiency SystemTG-PT –

Turbo Generator -

Power TurbinePower turbine + steam turbine

Steam Turbine Stand AloneSTG -

Steam turbine generator


Pump Station

Fig. 13332589.2005.05.25 (2160/BGJ)

Fuel 100%(171 g/kWh)

Heat radiation0.6%

Air cooler14.2%

Exhaust gas andcondenser22.9% (22.3%)

Jacket watercooler 5.2%

Lubricating oilcooler 2.9%

El. power production ofTES 4.9% (5.5%)

Gain = 9.9% (11.2%)

Shaft poweroutput 49.3%

12K98ME/MCwith TES

SMCR : 68,640 kW at 94.0 r/min

ISO ambientreference conditions

TES : Single pressure (Dual pressure)

Total power output 54.2% (54.8%)

Heat Balance at 100% SMCR for Main Engine 12K98ME/MC with TES


STG Diagram

3335034.2007.09.03

(LEE4/CDL)


Exhaust Gas Heat Recovery Power Concept for Thermo Efficiency System

3332588.2005.05.25 (2160/BGJ)

Main engine

Exhaust gas receiverShaft motor/generator

Diesel generators

Switchboard

Emergencygenerator

Superheatedsteam

Exh. gas boiler

Turbo-chargers

Generator,AC alternator

Reductiongearbox

Steamturbine

Reduction gearwith overspeedclutch

LPHP

Exh. gasturbine

Steam for heatingservices HP

LP


Thermo Efficiency System Turbine section (No generator Attached)

3332987.2005.07.19 (2160/BGJ)


System efficiencies with TES

System efficiencies at ISO conditions

49

50

51

52

53

54

55

56

10095908580757065605550

Main Engine Shaft Power [% SMCR]

Effic

ienc

y [%

]

12K98ME-C6 WITH TG-PT

12K98ME-C6 WITH STG12K98ME-C6 WITH PTG

12K98ME-C6


Fuel Savings with TES in ton/day

Fuel Savings compared with 12K98ME-C6 and elec. power made on GenSets

0

5

10

15

20

25

30

35

10095908580757065605550

Main Engine Shaft Power [%SMCR]

tonn

e/da

y (re

f. 42

,700

kJ/

kg)

12K98ME-C6 WITH TG-PT

12K98ME-C6 WITH STG

12K98ME-C6 WITH PTG


Future TES Application Possibilities

3334813.2007.04.16

(LDF/NK)

Turbocharger

SteamTurbine

PowerTurbine

Boiler 2

Engine

Generator

Cooler

Water

Steam

1

10Power rel. to main engine [%]

6815Total electrical power [kW]

3798Steam turbine [kW]

3017Power turbine [kW]

20900Heat extraction in Boiler 2 [kW]


-HP superheat temperature [°C]

-HP pressure [bar a]

270LP superheat temperature [°C]

7LP pressure [bar a]

Case 1

Turbocharger

PowerTurbine

Boiler 2

Boiler 1

Engine

Generator SteamTurbine

Cooler

Water

Super heated steam

Steam

2

11.210Power rel. to main engine [%]






--HP superheat temperature [°C]

--HP pressure [bar a]



Case 2Case 1

Turbocharger

PowerTurbine

Boiler 2

Boiler 1

Engine

Generator SteamTurbine

SAM

Water

Super heated steam

Steam

3

12.711.210Power rel. to main engine [%]






---HP superheat temperature [°C]

---HP pressure [bar a]



Case 3Case 2Case 1

Turbocharger

Steam Turbines

Boiler 2

Boiler 1

Engine

Generator HP LD

Cooler

Water

Super heated steam

Steam

Steam

4

PowerTurbine

12.812.711.210Power rel. to main engine [%]






440---HP superheat temperature [°C]

19.5---HP pressure [bar a]



Case 4Case 3Case 2Case 1

Turbocharger

Steam Turbines

PowerTurbine

Boiler 2

Boiler 1

Engine

Generator HP LD

SAM

Water

Steam

Super heated steam

Steam

5

18.012.812.711.210Power rel. to main engine [%]


79226350645155903798Steam turbine [kW]

44182436226220803017Power turbine [kW]







Case 5Case 4Case 3Case 2Case 1

Turbocharger

Steam Turbines

PowerTurbine

Boiler 2

Boiler 1

EGR

Engine Blower

Generator HP LD

Cooler

Water

Steam

Super heated steam

Steam

6

13.918.012.812.711.210Power rel. to main engine [%]


711379226350645155903798Steam turbine [kW]

237944182436226220803017Power turbine [kW]







Case 6Case 5Case 4Case 3Case 2Case 1


Reference list TES matched MAN B&W engines


LNG Carriers Configuration for ME-C/ME-GI

3332096

Gas

HFO

BOG

LNG tanks Compressor or reliquefaction plant

Clutcher

Shaft locking device

ME-GI

ME-GICompressor orreliquefaction plant

Gas combustion unit

79


GAS SUPPLY SYSTEM FROM CRYOSTAR Container ships and other vessels High pressure cryogenic pump system

LEE4/RSL

Process flow diagram

LNG Drum HP Pump

LNG Vaporizer

ME-GI Engine

8M

PC

Cool down & mini flow line

PC

NG Damper


ME-GI

Exhaust receiver

Cylinder cover

Valve block

Double wall gas pipes

ELVA and ELGI

CO2

reduction 20 %NOX

reduction 15 %SOX

reduction 90 %Particulate matter reduction 40 %

Few components to change Same performance and lower emissions


In 2007 nearly than 100 container vessels from 10.000 to 14.000 TEU has been ordered with 12K98MC/E-C.Single screw propulsion of very large container ship still prevails.

MAN Diesel Powering the Largest Container Carriers

© MAN Diesel Asia Licence Days – Okayama 2008(LEE/CSU)

Green Ship of the Future

Provide technology to obtain:30% reduction af CO290% reduction af SOx90% reduction af Nox

All aspects of ship transportation must be taken into account (engine, hull, painting, service, harbour, logistics….)!


Two-stroke MAN B&W Emission Projects in Progress

Water emulsion on an 11K90MC engine

Low-sulphur fuel operation

SAM (scavenge air moisturising)

EGR (exhaust gas recirculation)

Scrubber and after-treatment

Fuel change-over device

84


Emission Reduction

Reduced speed equals reduced emission per transported tonnes mile

power versus rpm (ship speed)

0

20

40

60

80

100

120

0 20 40 60 80 100 120

speed / rpm %

load

%

FOC = Constant x (ship speed)

α

= 2-3

α


Reduced SFOC for Part Load Optimisation of ME/ME-C Engines when Opperating in Economy Mode

3335362.2008.01.16 (LEE4/BGJ)

162

168

174

20 30 40 50 60 70 80 90 100 110 % SMCR

Engine shaft power

SFO

C

ME/ME-C 100% SMCR optimised

MC/MC-C 100% SMCR optimised

ME/ME-C Part load optimised

3-4g/kWh

Economy mode:

3-4g/kWh


Low Load Mode

Available for:New ME/ME-C enginesRetrofit on ME/ME-C (IMO certificate amendment)


Reduced SFOC for Low Load Mode of ME/ME-C Engines

3335363.2008.01.16 (LEE4/BGJ)

162

168

174

20 30 40 50 60 70 80 90 100 110 % SMCR

Engine shaft power

SFO

C

ME/ME-C Economy modeME/ME-C Low load mode

1-2g/kWh

1-2g/kWh


Work actively with authorities and operators.

Follow and participate in meetings for local and international regulation initiatives

Development of engine measures with considerations to the demand for safety, reliability, low fuel oil consumption, etc.

Comprehensive full scale tests in our research centre(s)and later in service

Maturing of techniques for the market.

We will continue to work to optimise the technical solutions to be used on MAN B&W engines

How MAN Diesel Works with Emission Control

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MAN B&W Two-stroke Engines

3334806.2007.04.11 (LSP/LB)

Meeting in Monaco Sept. 2008 Intertanko sept 2008 emission.pdf · Meeting in Monaco Sept. 2008....

Documents

Transcript of Meeting in Monaco Sept. 2008 Intertanko sept 2008 emission.pdf · Meeting in Monaco Sept. 2008....