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N 2 purging system: During every gas-system depressurisation, an inert-gas purging system must be connected manually or automatical- ly, in order to purge out remaining gas or oxygen. An additional valve before the first block valve and connected to the outlet silencer must also be installed so depressurisation and purging is pos- sible. Control and safety system: The ME-GI control system supplies a gas pressure set-point to the gas-supply system depending on engine load, that is, gas-pressure dynamics follow engine-load dynamics. HC sensors must be applied to the gas-supply system in order to detect leakages. Task & Schedule ME-GI Development Test rig development 4T50ME-GI Research Engine Development of Gas Injection – ECS Helios Project EU FP7 7S60ME-GI8 ME-GI Order 6 Test Program MAN Diesel & Turbo has established a comprehensive test program stretching over the next three years. Fortunately, the rebuilding of the test engine to ME- GI gas operation will not restrict tests running on diesel fuels as the test engine can inherently change over be- tween the two types of fuels. Tests are planned to commence in March 2011. 1. Verification of test set-up 2. Confirmation of system for basic gas operation and performance tests. One very interesting target is to de- termine the lower limits for pilot-oil volume and the minimum engine- load at which the engine can operate in gas-burning mode. 17 The 4T50ME-GI Test Engine at MAN Diesel & Turbo’s Copenhagen Test Centre 3. Subsequently, a series of gas parameter tests are planned covering: emission and performance combustion optimisation verification of Tier-II setup parameter variation for Tier-III setup. Both Tier-II and Tier-III tests will be per- formed with EGR and/or WIF. The potential for CO2 and SO x emissions reduction by using LNG instead of HFO has garnered significant sup- port from the EU for the test program through the so-called “HELIOS” project. Year / Quarter 2009 2010 2011 2012 2013 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 ME-GI concept Test rig TS50ME-GI Test Rig Start Test & Optimization Conversion 4T50ME-GI Decision full Scale Test Agreement DSME Agreement HHIEMD Gas Injection & Engine Control System; GI-ECS Preparation Design Order (DSO) Evaluation QG Letter of intent Application Full grant obtained Fig. 16: A Gant diagram showing the test program for a retrofit conversion to LNG- Cont. Tier II Test Cont. Tier III Test Engine Start Tier II verifikation Customer Demonstration Start integration test 4T50ME-GI First Order ME-GI QG Order Yes/No Execution Cont. Tier III verifikation ME-GI retrofit (46x 2x6/7S70ME-GI)
7 Potential Applications for ME-GI Engines As previously mentioned, the ME-GI engines – originally designated MC-GI – were developed for LNG carrier pro- pulsion. In the project phase, the ME-GI was recommended for the now-famous 45-strong Qatargas fleet of Q-Flex and Q-Max LNG carriers built for the mas- sive expansion of gas exportation from Qatar in the Persian Gulf. However, the shipowner selected the heavy fuel variant and, accordingly, each of these vessels has 2 × 6 7S70ME-C HFO engines installed. In the meantime, the relative pricing of gas and fuel has changed in some parts of the world and a retrofit project is now in the shaping, with some of these vessels as candidates for retrofit to 2 x 6 type 7S70ME-GI. These vessels already have a relique- faction plant on board so therefore the gas-supply train to the engines features a cryogenic pump/evaporator. It is es- timated that such a retrofit installation would take about one year to prepare, followed by 4 - 6 weeks re-building, which typically would take place during a regular survey docking. Fig. 16 shows a Gant diagram for such a conversion. The ME-GI engine can also be seen as a way of simultaneously meeting Tier-III emission limits and fuel-sulphur con- tents/SO x emission limits. With natural gas being sulphur free, SO x emissions from an ME-GI engine are limited to that emitted by the burning of pilot oil. The extremely low SO x emissions from an ME-GI engine also facilitate the nec- MAN B&W Diesel essary Tier-III NO x control abatement methods for two-stroke engines, SCR ( Selective Catalytic Reduction ) and EGR (Exhaust Gas Recirculation ). For SCR, the SO x in the exhaust limits the temperature regime in which the reac- tion can take place while for EGR, the exhaust gas to be recirculated needs to be cleaned and cooled before returning to the engine. This is obviously much cleaner when derived from an ME-GI combustion. Therefore, an ME-GI engine with SCR or EGR could constitute a Tier-III, low-speed engine as an alter- native to an ME-type HFO engine with SCR or EGR and SO X scrubber. The fact that natural gas is generally cheaper than HFO on a calorific input basis, while low-sulphur or even sulphur-free fuels are significantly more ex- pensive than HFO, supports the use of ME-GI engines. The regulatory environment is practical- ly in order already and the logistics for running on gas will come with demand. Accordingly, advanced shipbuilders – particularly in Japan and Korea – are already marketing containerships, tank- ers and bulk carriers powered by ME- GI engines. Bringing development one step further, MAN Diesel &Turbo has recently also decided to advocate the use of LPG and other VOCs (Volatile Organic Compounds) in a variant of the ME-GI engine. This will be designated ME-LGI (for Liquid Gas Injection). While the ME-GI probably will be used mostly in larger vessels on longer routes, the ME-LGI will be used more predomi- nantly in short-sea shipping due to the easier logistics offered by LPG/VOC. Conclusion There is plenty of gas available in the world, with some sources evaluating its reserves as even greater than oil. The main drivers for using gas at sea are first and foremost environmental con- siderations – including a great reduction in CO2 emissions – but the cost of the various fuel types are also an important factor. MAN Diesel & Turbo sees great potential in the use of gas aboard ships and is allocating substantial research efforts towards developing suitable technologies to this end. The 4T50ME-GI Test Engine at MAN Diesel & Turbo’s Copenhagen Test Centre 18
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