Carbon free fuels & MAN B&W Dual Fuel Engines

Kjeld AaboDirector New Technologies Sales and Promotion Two stroke Marine Member of WG ISO 8217 & Chairman CIMAC Fuels

Klimafrokost i Bergen 10 April 2019

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Today we are the world’s leading designer of Two Stroke Diesel EnginesCopenhagen, Denmark

Design of Two-Stroke Engines

Production of Spare Parts

PrimeServ Academy

R&D Center

Diesel House

3339860 19-08-2015

Employees CPH 1,300 (DK about 2,000)

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ME-GI engineGI components

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The new MAN B&W ME-LGIP engineRegulation – a driving factor for engine development

Today, focus is on SOx and NOx:

– NOx reduction is achieved with EGR and SCR

– SOx reduction is achieved with MGO, LFSO, scrubber, LNG, methanol and LPG

In the future, we will see a growing focus on CO2, methane slip and VOC:

– 40% reduction of carbon intensity per transport work by 2030 and 70% by 2050 compared with 2008

– 50% reduction of greenhouse gas emissions from ocean shipping by 2050 compared with 2008

– Reduction of methane slip emissions Diesel cycles

– Reduction of VOC emissions ME-LGIP

Carbon free fuels will be mandatory to meet the 2050 goalOur dual fuel done right engine technology is well suited to support such goals

Rene Sejer Laursen – ME-LGPI event – 2018 03.09.2018

ResidualME / MC

DistillatesME / MC

ULSFOME / MC

MethaneME-GI

MethanolME-LGIM

LPGME-LGIP

EthaneME-GIE

Biofuel (2nd+3rd

gen.)ME / MC

MAN Diesel & Turbo supports all

MAN B&W 2-stroke EnginesMulti fuel: New Technologies Information update

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Energy Storage Type

Specific Energy MJ/kg

Energy Density

MJ/L

Required Tank Volume

m3. 1

Supply Pressure

Bar

Injection Pressure

Bar

Emmision Reduction Compared To HFO Tier II

HFO 40,5 35 1000 7-8 950 SOx NOx CO2

Liquefied natural gas (LNG -162 °C)

50 22 1590 300 METHANE

300 METHANE 90-99% 20-30% 24%

380 ETHANE 380 ETHANE 90-97% 30-50% 15%

LPG (including Propane / Butane)

42 26 1346 50 600-700 90-100% 10-15% 13-18%

Methanol 18 15 2333 10 500 90-97% 30-50% 5%

Ethanol 26 21 1750 10 500

Ammonia* (liquid -33 °C) 18,6 12,5 2800 50 600-700

Hydrogen (liquid -253 °C) 142 10 3500

Marine battery market leader Corvus battery rack

0,29 0,33 106.060

Tesla model 3 battery Cell 2170*. 2

0,8 2.5 14000

• 1: Given a 1000 m3 tank for HFO. Additional space for insulation is not calculated for in above diagram. All pressure values given a high pressure Diesel injection principle.

• 2: Values for Tesla battery doesn’t contain energy/mass obtained for cooling/safety/classification . https://insideevs.com/tesla-model-3-2170-energy-density-compared-bolt-p100d/

ALTERNATIVE FUELS - PROPERTIES

Energy Storage Type

Specific

Energy MJ/kg

Energy Density

MJ/L

Required Tank Volume m3. 1

Supply Pressure Bar

Injection Pressure Bar

Emmision Reduction Compared To HFO Tier II

HFO

40,5

35

1000

7-8

950

SOx

NOx

CO2

Liquefied natural gas (LNG -162 °C)

50

22

1590

300 METHANE

300 METHANE

90-99%

20-30%

24%

380 ETHANE

380 ETHANE

90-97%

30-50%

15%

LPG (including Propane / Butane)

42

26

1346

50

600-700

90-100%

10-15%

13-18%

Methanol

18

15

2333

10

500

90-97%

30-50%

5%

Ethanol

26

21

1750

10

500

Ammonia* (liquid -33 °C)

18,6

12,5

2800

50

600-700

Hydrogen (liquid -253 °C)

142

10

3500

Marine battery market leader Corvus battery rack

0,29

0,33

106.060

Tesla model 3 battery

Cell 2170*. 2

0,8

2.5

14000

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ME-GI/LGI Combustion Principle

The ME-GI/LGI engine is a dualfuel engine

Diesel combustion process High effciency

Main injection

Pilot injection

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Ammonia, NH3 as green fuel produced with renewable energyAmmonia is the logic option

NH3 advantages as green fuel:

• No carbon. Clean combustion without CO2 or carbon

• Can be produced 100% by electrical energy

• Can easily be reformed to H2 and N2

• Can be stored with high energy density at < 20 bar

• Low risk of fire. Relatively specific ratio of NH3 and air (15-25%) is required to sustain combustion

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Ammonia has better power density than Hydrogen and does not have to be kept at extremely low temperatures or under high pressure to bestored and transported

Source: Institute for Sustainable Process Technology, Power-to-Ammonia, 2017, p. 31, Power-to-X (P-to-X) efficiency represent the amount of energy maintained when power is converted to the end-product. Losses in an engine in following use is not included. This is a SGRE Estimate based on ISPT data. The estimate has been made by assuming the X-products are converted back into power with an energy loss of 50%.

Technology Pressure Temperature Density (Gje/m3)P-to-X Efficiency Safety

Liquid H2 Ambient -254 4.8 68% Explosive, Cryogenic

Pressurized H2 700 Ambient 2.8 76% Explosive, very high pressure

CH4 Ambient -163 11.4 56% Explosive, Cryogenic

MeOH (CH3OH) Ambient Ambient 8.2 54% Toxity, but much industrial experience

NH3 Ambient -33 6.8 65% Toxity, but much industrial experience

CO2 sourcing (for CH4 or MeOH) requires a carbon capture unit at the power plant, with the additional disadvantage of decreasing round trip efficiency and not capturing all CO2 produced. (ISPT, P2A, 2017, p.31)

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Harbor-Bosh process

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Low-flashpoint fuel supply system - PU

Fuel valve train

Nitrogen purging system

Knock-out drum Fuel storage tank

Fuel prep room

Fuel storage

The new MAN B&W ME-LGIP engineLR1 tanker ME-LGIP auxiliaries – for ammonia the tank size will double due to the lower energy content

Rene Sejer Laursen – ME-LGPI event – 2018 03.09.2018

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The new MAN B&W ME-LGIP engineThis engine type can be modified to burn ammonia as well.

Rene Sejer Laursen – ME-LGPI event – 2018 03.09.2018

• Development time of an ammonia engine 2-3 years

• We will be ready whenthe market comes

• Efficiency > 50%

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NOx emission – ammonia.Selective Catalytic Reduction(SCR) Process – removing NOx emissions

Exhaust gasNO2

N2H O2

NO

NN

N N

N

N

N N

N

NN

N

O

O

OO

H

H

H

HH

H

HH

H

H

4NO + 4NH + O = 4N + 6H 03 2 2 26NO + 8NH = 7N + 12H O2 3 2 2

NH3

40% urea solution CO (NH ) 5(H O)2 2 2.

This SCR processrequires ammonia in order to work.

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ConclusionPropulsion solutions on short term:

• New fuels with lower CO2 emisson will be needed to meet EEDI• To increase the efficiency; solutions like PTO, WHR will be more common

Propulsion solutions on long term: • Two stroke engines will remain as the most dominating propulsion solution• Carbon free produced methanol, ammonia, LNG and biofuels will be available• All above fuel types can be burned in the 2-stroke ME-C, ME-GI or ME-LGI engine• Engine Efficiency above 50% ( 60% incl. WHR & PTO )

Development of an ammonia fuelled ME-LGI engine: • History shows that ammonia works as an engine fuel.• Engine development will be done when the market comes.• Development time is estimated to 2-3 years.

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Ammonia plant sizing example

Thank you!Do you have anyquestions?

Carbon free fuels & �MAN B&W Dual Fuel Engines��Today we are the world’s leading designer of Two Stroke Diesel Engines�Copenhagen, DenmarkME-GI engine�GI componentsLysbildenummer 4MAN B&W 2-stroke EnginesLysbildenummer 6ME-GI/LGI Combustion PrincipleAmmonia, NH3 as green fuel produced with renewable energy�Ammonia is the logic optionAmmonia has better power density than Hydrogen and does not have to be kept at extremely low temperatures or under high pressure to be stored and transportedLysbildenummer 10Lysbildenummer 12Lysbildenummer 13NOx emission – ammonia.�Selective Catalytic Reduction �(SCR) Process – removing NOx emissionsConclusionLysbildenummer 16Thank you!�Do you have any questions?