2009/04/01 MAN Diesel

Global Greenship, September 2009

Low Sulfur Fuel and Emissions Advances
2009/04/01 MAN Diesel
2
1. Singapore
5. South Korea, Busan
9. Germany, Hamburg
10. China, Qingdao
6. Netherl., Rotterdam
2. China, Shanghai
8. Taiwan, Kaohsiung
7. UAE, Dubai
3. China, Hong Kong
4. China, Shenzhen
existing ECAs: Baltic Sea, North Sea
planned ECAs: Coasts of USA, Hawaii and Canada
Top Container Ports :
discussed ECAs: Coasts of Mexico, Coasts of Alaska and Great Lakes, Singapore, Hong Kong, Korea, Australia, Black
Sea, Mediterranean Sea (2014), Tokyo Bay (in 2015)
Most used trading routes
ECA and SECA Trends
2009/04/01 MAN Diesel
Proposed North American Emission
Control Area
2009/04/01 MAN Diesel
Local SECA CARB, 2009
CARB Regulations for California, starting July 2009:
ZONE
24 miles from coastal California
Regulation -
July 1, 2009 maximum 0.5% sulfur
January 1, 2012 maximum 0.1% sulfur
2009/04/01 MAN Diesel
IMO & CARB Fuel-Sulphur Content Limits
2009/04/01 MAN Diesel
Low-sulphur Fuel Operation
Engine
Compatibility
of mixed fuels
Tank system
considerations
Viscosity
Oil
Cylinder
Oil BN
40-70
Fuel changeover requirement
High S% Low S%
2009/04/01 MAN Diesel 2009.02.25 (LD/MZP)
Viscosity
The engine fuel pump is designed for high viscosity, heavy fuel operation.
Low viscosity fuels can cause excessive wear, and affect injection pressure,
particularly during start, low load and low rpm.
In worn pumps, if viscosity is too low, internal leakage can increase and
starting the engine will be difficult because of lack of injection pressure.
Lubricity
The refinery process to remove sulfur also impacts lubricity, which could
result in fuel pump seizures. While refiners add lubricity additives, MAN
Diesel recommends that, prior to using distillates fuels with less than 0.05%
sulphur, lubricity be tested.
Low Sulphur Fuels / Viscosity and Lubricity
2009/04/01 MAN Diesel
Many factors influence viscosity tolerance during start and low
load operation:
Engine condition and maintenance
Fuel pump wear
Engine adjustment
Temperatures in the fuel system
Human factors
Factors influencing viscosity
tolerance
2009/04/01 MAN Diesel
Poor Fuel Switching Techniques
Source: Gard
2009/04/01 MAN Diesel
Recommendations for Low Sulfur
Operation in Large Diesel Engines
Fuel Switch-over from HFO to MDO/MGO needs to be carefully
performed and monitored. Automated devices are suggested to
minimize potential for human error.
Fuel Viscosity must be maintained at or above 2cst (40 deg C) at
engine inlet to avoid fuel pump and injector sticking and scuffing
problems.
Fuels with viscosity above 3cst at 40 deg C are recommended to
provide sufficient margin for safe and reliable engine performance.
It is recommended to run through the change-over procedure, and
perform start checks at regular intervals.
2009/04/01 MAN Diesel 2009.02.25

Low Sulphur / Viscosity fuels

0
20
40
60
80
100
120
140
1 2 3 4 5 6 7 8
F
u
e
l

T
e
m
p

(
d
e
g

C
)
Fuel Viscosity (cSt) @ 40C
Fuel Temperature vs Viscosity
2.0 cSt
4.0 cSt
5.0 cSt
1.5 cSt
GOOD
Fuel above 3 cSt
MAN Diesel recommend to operate the engine on
fuels with viscosities above 3 cSt
DOUBTFUL
Fuel viscosity 2 - 3 cSt
MAN Diesel strongly recommend to make start checks
prior to port operation
3.0 cSt
NOT GOOD
Fuel below 2cSt
MAN Diesel do not recommend to operate the
engine on fuels with viscosities lower than 2 cSt
The horizontal axis shows the bunkered fuel viscosity in cSt at 40 deg C, which should be informed in the bunker analysis report.
If the temperature of the MGO is below the red curve at engine inlet, the viscosity is above 2 cSt.
Example: MGO with viscosity of 3 cSt at 40 deg C must have a temperature below 63 deg C at engine inlet to ensure a viscosity above 2 cSt.
Example: MGO with a viscosity of 5 cSt at 40 deg C is entering the engine at 50 deg C. The green curves show that the fuel enters ,
the engine at approximately 4.0 cSt.
Example: MGO with a viscosity of 1.5 cSt at 40 deg C needs cooling t o 22 deg C to reach 2 cSt.
2009/04/01 MAN Diesel
Viscosities of Marine Distillate Fuels
Characteristic Unit Limit DMX DMA DMB DMC
Density at 15C kg/m max. - 890.0 900.0 920.0
Viscosity at 40C mm/s min. 1.40 1.50 - -
Viscosity at 40C mm/s max. 5.50 6.00 11.0 14.0
Flash point
C
min. - 60 60 60
Sulphur %(m/m) max. 1.00 1.50 2.00 2.00
Marine Distillate Fuels
(LEE4/KID)
2009/04/01 MAN Diesel
Auxiliary System
Diesel Oil Cooler in Fuel Oil System
In order to ensure a satisfactory hydrodynamic film between fuel pump
plunger and barrel MAN Diesel requires a minimum viscosity of 2 cSt of
diesel oil at inlet to engine .
Viscosity
at 40C
Temperature to obtain
Viscosity of 2 cSt
Temperature to obtain
Viscosity of 3 cSt
DMX 1.4 cSt 17.4C -3.0C
DMA 1.5 cSt 21.9C 1.2C
(LEE4/KID)
Limit for Viscosity at Inlet to Engine
2009/04/01 MAN Diesel
Methods to deal with Low Sulfur
fuel operation
Fuel Coolers or Chillers
Diesel Switch
2009/04/01 MAN Diesel
HFO system with MDO cooler
2009/04/01 MAN Diesel
Auxiliary System
Diesel Oil Chiller in Fuel Oil System
(LEE4/KID)
2009/04/01 MAN Diesel
DIESELswitch S
2009/04/01 MAN Diesel
DIESELswitch Retrofit
Retrofit Solution:
2009/04/01 MAN Diesel
DIESELswitch
Safely controlled change-over process
Minimized risk of damaged fuel injection parts due to abrupt
temperature changes
The system will stop the change over process if the temperature
increase/ decrease is too fast, and will give an alarm signal and freeze
the actual position
Change over running at full load possible
No need to run engine with lowest power for change over process
2009/04/01 MAN Diesel
DIESELswitch
Displays status of change over
Displays remaining change over time
Able to run the change over process manually or stop the process at any
point
Remote operation possible by second touch screen
2009/04/01 MAN Diesel
Advances in Emission Control.
Methods of achieving upcoming Tier 2 and
Tier 3 emissions regulations.
2009/04/01 MAN Diesel
22
Tier 2 and Tier 3 Proposal
NO
X
reduction in a 2-step approach:
Tier II - from 2011 achieved by in-engine measures 15-25% reduction
Tier III - from 2016 using special NO
X
reduction methods 80% reduction
from Tier I (only in defined Emission Control Areas (ECAs)).
Other Emissions Regulation Potentials -
Requirement to retrofit older vessels (pre Annex VI) initially back to 2000,
and potentially back to early 1980s.
For older vessels - 20% baseline reduction + hardware changes known to
positively influence emission characteristics.
2009/04/01 MAN Diesel 23
Proposed NO
X
Limits
3335627
N
O
X
(
g
/
k
W
h
)
2009/04/01 MAN Diesel
24
History and Future for
SFOC and NO
x
3334808.2007.04.10 (LSP/LB)
Year
SFOC
g/kWh
Ideal Carnot cycle
Full-rated
De-rated
84VT2BF180
K98FF
KGF
GB/GBE
GFCA
MC/MC-C
NO
x
NO
x
g/kWh
SFOC
0
50
100
150
200
250
1940 1960 1980 2000 2020
10
2
0
ME/ME-C
2007
?
2009/04/01 MAN Diesel
Operators Demand Fuel Savings
25 3336254.2008.12.16 LSP/GT
2009/04/01 MAN Diesel 26
Compliance with Expected IMO/EPA
C3 Regulation 2 Stroke engines
IMO Regulation Reduction method
Tier 1 Current IMO Regulation
NOx speed limit curve
Fuel nozzle & performance
optimization
From 3 to 5% SFOC tolerance
Tier 2 15 to 25% NOx reduction (from Tier 1)
PM & SOx reduction by fuel Sulfur
content
Fuel nozzle & performance
optimization
Slide valves mandatory
CO2 & SFOC penalty 1-3%
Tier 3 Up to 80% NOx reduction (from Tier 1)
From Jan. 2016
EGR, SAM, SCR
CO2 & SFOC penalty
2009/04/01 MAN Diesel
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Emission Control Effect and Cost
Reduction capability
First cost
in % of
engine price
Running cost
index
Tier 1 = 100
NOx CO HC PM
Primary methods
Engine adjustments 10-15%

0%/Small 102
SL & Alpha lube
- -
0%/Small 101
Water emulsion 20-30%
- -
10-20% *) 101
SAM 40-50%

20-30% *) 101
Secondary methods
SCR (Sel. Cat.
Reduction)
80-98% ? ? ? 50-70% 110
*) Depending on installation
2009/04/01 MAN Diesel
EGR WIF
3
2
1
5
6
7
8
4
SCR
Tier 3 Technologies
2009/04/01 MAN Diesel
10K98MC-C and 6S35MC on the
same Testbed
L/74236-1.0/0402 (3000/OG)
2009/04/01 MAN Diesel
30
Slide Valve Fuel Injection Nozzles
2009/04/01 MAN Diesel
31
7S50ME-C 75% Load
Mode Change Demonstration
L/74496-0.1/0903 (2430/NK)
0
100
200
300
400
500
600
700
800
900
1000
1100
1200
1300
16:37 16:38 16:39 16:40 16:41 16:42 16:43 16:44 16:45 16:46
N
O
x
[
p
p
m
]
2003-02-17
140 150 160 170 180 190 200 210 220 230
0 0
20 100
40 200
60 300
80 400
100 500
120 600
140 700
160 800
Cylinder
Pump
2003-02-17
140 150 160 170 180 190 200 210 220 230
0 0
20 100
40 200
60 300
80 400
100 500
120 600
140 700
160 800
Cylinder
Pump
Economy mode Low NO
X
mode
Time
2009/04/01 MAN Diesel
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3331562.2006.11.22 (3001/LB)
CIMAC Kyoto June 2004
NOx reduction at 100% Load
20
40
60
80
100
120
0 10 20 30 40
Water content - % mass
Ultrasonic Homogenizer
High pressure mixer
NO
x
reduction by Water
Emulsification
1% of water reduces
NOX by 1%
2009/04/01 MAN Diesel
33
SCR System
L/71835-9.0/0801 (2160/PZS)
3
2
1
5
6
7
8
4
Deck
1 SCR reactor
2 Turbocharger bypass
3 Temperature sensor after SCR
4 Large motors for
auxiliary blowers
5 Urea injector
6 SCR bypass
7 Temperature sensor
before SCR
8 Additional flange in exhaust
gas receiver
9) Best suited for steady high-load
conditions with limited use of HFO
C
2009/04/01 MAN Diesel
34
Scavenge Air Moisturing (SAM)
L/73394-7.0/0902 (2430/NK)
HAM
unit High heat capacity and low O
2
in scavenge air give low
combustion temperatures
Humidification/moisturing of
scavenge air increases heat
capacity and lower the O
2
content
Low combustion
temperatures give low NO
x
SAM influence on NO
x
formation
Influence on reliability and
safety: Field test
2009/04/01 MAN Diesel
35
Water Stages on SAM System
3333238.2005.11.09 (2432/PZS)
Sea Water Inlet
Sea Water Outlet
FW Stage1 Inlet
FW Stage1 Outlet
FW Stage2 Inlet
FW Stage2 Outlet
2009/04/01 MAN Diesel
EGR Exhaust Gas Recirculation
2009/04/01 MAN Diesel
EGR Exhaust Gas Recirculation
3335239.2007.11.12 (LDF/NK)
NOx Crossover eq. to -20% per 1g/kWh
NOx/SFOC crossover
-60
-40
-20
0
20
40
60
80
100
120
0 10 20 30
EGR (%)
R
e
l
e
t
i
v
e

N
O
x

i
n

%
0
1
2
3
4
5
6
7
8
9
R
e
l
a
t
i
v
e

S
F
O
C

i
n

g
/
k
W
h
NOx
SFOC
2009/04/01 MAN Diesel
MAN Diesel EGR Unit for
MAN B&W Low Speed Engines
Exhaust gas into EGR scrubber
from exhaust gas receiver
Exhaust gas out of EGR
scrubber, into EGR cooler
Cooling sea water to/from EGR
cooler
Exhaust gas out of EGR
blower, into charge air pipe
EGR Scrubber
EGR Cooler
EGR Blower
2009/04/01 MAN Diesel
39
Thank you for your Attention
3334660.2007.01.05 (3000/OG