Dr. Christian Poensgen - CIMAC

06.09.2012© MAN Diesel & TurboChallenges of gas engine introduction – Dr. Christian Poensgen < 1 >

Challenges of Gas Engine Introduction

Dr. Christian PoensgenEngineering Director

06.09.2012© MAN Diesel & TurboChallenges of gas engine introduction – Dr. Christian Poensgen

LNG for PropulsionBenefits & Challenges

Benefits:

No additional measures to reach NOx and SOx-limits

Will meet future IMO black carbon regulations

Reduced CO2 emissions

Reasonable fuel prize

Safe and redundant operation

Excessive heat recovery possible

Helps for the EEDI

Challenges:

Installation of storage equipment

Regulations not finally settled

Infrastructure and refuelling


A look into the Gas Supply Market

0

2000

4000

6000

8000

10000

12000

14000

16000

18000

1990 2000 2009 2020 2030

Primary Energy Demand in mtoe

RenewablesNuclearGasCoalOil

0

2

4

6

8

10

12

14

16

18

20

22

Crude OilGas (Europe)Gas (Japan)Gas (USA)Coal

USD per GJ

• Natural gas offers:- abundant supply- relatively low prices- relatively low emissions

• Future gas demand growth surpasses that of all other fossil fuels.Total demand growth 2009-30: Gas +46% Coal +24%Oil +14%

Oil reference = 1


Active and Suggested ECA AreasDoes this provide a Challenge?


Liquefactionplants

Regasificationplants

Small scale LNG

Asset in service

Planned / Constr. in progressProposed

Source: California Energy Commission Systems Assessment & Facilities Division Cartography Unit

Worldwide LNG infrastructure has beendeveloping at a fast pace (althoughcurrently being sloweddown). Small scaleLNG-facilities can bederived from large terminals.

LNG for PropulsionLNG availability worldwide


LNG-Carrier

Using gas as fuel is a necessary by-product of cargo handling

Market participants:• Limited number of market players with

long-time experience handling gasMDT’s Scope:• Engines & engine related auxiliaries

Relevant Legislation:• International Gas-Carrier Code (IGC-

Code)

Merchant, Pax, Offshore, Navy

Using gas as cheap fuel with minimized effects on core ship operations

Market Participants:• Large number of stake holders with

limited / no experience in handling gasMDT’s Scope:• Consulting / training of customers• Complete system supply (from bunker

station to funnel end)Relevant Legislation:• IGF-Code• Application-related codes like MODU

< 6 >

Key Driver Market Requirements


Emission Advantages of Gas Engines

<

Customer Benefit of Dual Fuel Engines Use of full range of fuels from HFO to

natural GAS Mixed fuel operation mode Compliance to Tier II in Diesel mode Compliance to Tier III in Gas mode Secure power supply during switching

from Gas to Diesel operation mode


LNG for PropulsionMethane Slip – Facts about Methane Slip

All low-pressure dual-fuel & gas engines have methane slip

All engines working to the ME-GI principle have no methane slip

Methane slip is unburned CH4 which is not participating the combustion in gas engines

Methane is non-toxic

Methane as GHG is 20-25 times more harmful than CO2

No limitations regarding Methane slip exist in marine applications

Minimizing Methane slip is a major target to improve engine efficiency

H

H

H

C H


LNG for PropulsionMethane Slip – Total GHG Emissions

Above low loads, DF-engines emit a significant lower amount of total GHG emissions compared to liquid fueled engine

For liquid fuel engines, CO2 and GHG emissions are approx. the same

50

100

150

25 50 75 100

Specific GHG [%]

Engine Load [%]

*Reference: CR (HFO) @Full Load

50

100

150

25 50 75 100

Specific CO2 [%]

Reference*G (pure gas)CR (MDO)CR (HFO)DF (MZ 80)

Most Critical Area

06.09.2012© MAN Diesel & TurboChallenges of gas engine introduction – Dr. Christian Poensgen < 10

51/60 DF EngineTier II in Diesel, Fuelsharing and Tier III in Gas Mode

Change over from Diesel to Gas mode Quick changeover change over to Diesel


Gas fuelled shipsMarket Scenarios

< 11 >

Identified main applications for gas fuelled ships:Offshore

S&SGeneral cargoFerries 4-s

containerCruise Offshore

E&P Tug

• A minimum share of 9.5 % gas fuelled ships (after ramp up) was calculated based on hard facts.

• The assumptions for the calculation were made on a conservative base, other effects than the currently known ECAs (North & Baltic Sea and the U.S. and Canada’s coasts ) are not considered.

Expected percentage of total respective market segment:

10%30%

16%48%

18%54%

15%45%

21%63%

7%21%

4%4%

2-s vessels

harbor aux. GenSetslow end expectation

max expectation

Total marine medium speed market forecast

2012 2013 2014 2015 2016 2017 2018 2019 2020

Order forecast

Market forecast 4-s propulsion and auxiliary

DF-market share ~ 30%(max expectation)

DF-market share ~ 9%(min expectation)


Legislation IMO Implementation Schedule

00,5

11,5

22,5

33,5

44,5

5Sulphur Content [%]

2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022

NOx [g/kWh]

Tier I

Tier III

Tier II

in ECAs

in ECAs

Global

For new and existing vessels

For new vessels only

we are here

Will the introduction of lower SOx emissions impact switch to gas?

First owners are switching to gas for new buildings

where gas supply is sustainable available or gas equipment gets subsidisedMost will retrofit scrubbing

technology

In can be expected we will see in some areas

of the world well established gas supply networks, hence most of coastal shipping will move to gas for new

building


Is the DF Engine an intermediate product?

increase

Not a matter of if, but

by when

Rule of the thumb: A DF engine is designed like Otto engine capable to run with Diesel

Once gas supply is sustainable available, DF engines can be retrofitted to spark ignited engines with very limited work There will be an efficiency and maintenance cost benefit which will pay for

the retrofit quickly By this, owners can ring fence their investment

Today DF Future Spark Ingition???


Economics Gas – Oil(Example “Container Feeder”)

0%

50%

100%

150%

200%

250%

300%

350%

400%

450%

500%

IMO Tier II1-stage

IMO Tier III 2-stage SCR -

MGO

IMO Tier III 2-stage SCR +

Scrubber

LNG fuelled vessel

Rel

ativ

e co

sts

[%]

First costs of IMO Tier III

LNG System

Main Scrubber

SCR

Dual Fuel Equipment

2-stage TC

Engine

Engine Application

-1000

-500

0

500

1000

1500

2000

0 1 2 3 4 5 6 7 8 9

Del

ta c

umm

ulat

ed In

vest

+ o

pera

tion

Cos

t [€

/kW

]

Years of operation

Payback analysis with an 100% ECAIMO Tier III 2-stage SCR - MGO

IMO Tier III 2-stage SCR + Scrubber

LNG fuelled vessel (LNG price @ HFO level)

LNG fuelled vessel (LNG price between HFO & MGO)

LNG fuelled vessel (LNG price @ MGO level)

Scrubbing technology promises quick payback compared to distillate scenario (< 1 year)

Long-term view shows cost advantage after ~ 3 years for the LNG-fuelled vessel (LNG price @ HFO-level)

LNG pricing scenarios between or close to MGO level cannot compete against scrubbing scenario

System Acquisition Cost

Payback analysis


0%

50%

100%

150%

200%

250%

300%

IMO Tier II1-stage

IMO Tier III 2-stage SCR -

MGO

IMO Tier III 2-stage SCR +

Scrubber

LNG fuelled vessel

First costs of IMO Tier III technologies

LNG System's

Main Scrubber's

SCR`s

Dual Fuel Equipment

2-stage TC

Engines (without propulsion pack)

Engine Application

-200

0

200

400

600

800

1000

1200

0 1 2 3 4 5 6 7 8 9

Del

ta c

umm

ulat

ed In

vest

+ o

pera

tion

Cos

t [€

/kW

]

Years of operation

Payback analysis with an 100% ECAIMO Tier III 2-stage SCR - MGO

IMO Tier III 2-stage SCR + Scrubber

LNG fuelled vessel (LNG price @ HFO level)

LNG fuelled vessel (LNG price between HFO & MGO)

LNG fuelled vessel (LNG price @ MGO level)

< 15 >

Economics Gas – Oil(Example “RoRo, Pax, Ferry”)

LNG fuelled vessel with gas price scenario @ HFO level most economic & shows also cost advantages compared to scrubbing scenario

LNG pricing scenarios between or close to MGO level cannot compete against scrubbing scenario

System Acquisition Cost

Payback analysis

06.09.2012© MAN Diesel & TurboChallenges of gas engine introduction – Dr. Christian Poensgen < 16

Alternative: Duel Fuel Modifications CV Neptun 1200 DF


Gas Solutions


LNG as a Fuel for Large Container Ships

Potential Issues with LNG:

• LNG Tank Location

• LNG Tank Size & Type

• Class & Safety

• Handling of BOG

• LNG Loading Facilities

• Logistics of LNG

Gas Treatment System

LNG Drum HP Pump

LNG Vaporizer

ME-GI Engine

8M

PC

Cool down & mini flow line

PC

NG Damper

18


Benefits:

No additional measures to reach NOx and SOx-limits

Will meet future IMO black carbon regulations

Reduced CO2 emissions

Reasonable fuel prize

Safe and redundant operation

Excessive heat recovery possible

Helps for the EEDI

Challenges:

Installation of storage equipment

Regulations not finally settled

Infrastructure and refuelling

< 19 >

Challenges of Gas Engine Summary

more workrequired


Discussion

< 20>

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