3 LNGC Propulsion - Technical 4860DF (Customer Print)

48/60 DF Engine
The New Prime Mover For LNG Carriers
. © MAN B&W Diesel AG 2005/12/16

CONTENTS
MAN B&W Diesel
48/60 DF:
The New Prime Mover for LNG Carriers 30 min
The Dual-Fuel Electric Concept
Proven Technology: 32/40 DF References
48/60 DF – Main Technical Characteristics & Time Schedule
© MAN B&W Diesel AG 48/60 DF Engine – The New Prime Mover For LNG Carriers 2005/12/16
Dual-Fuel Electric Propulsion
MAN B&W Diesel
10 MW
~
~
10 MW
Boil-off gas
oxidiser Engine room 1
Engine room 2
10 MW
~
~
10 MW
NBOG + MDO
Forced Vaporised Pilot and
LNG Back-Up Fuel
Dual-Fuel Electric
LNG Carrier Propulsion
MAN B&W Diesel
Dual-Fuel Electric
MAN B&W Diesel
THE ADVANTAGES:
Decreased Fuel Cost per Calory for Charterer with LNG
INCREASED
PROFITS
~ 50% Improvement of Propulsion System Efficiency Compared to S.T.
~ 3% Higher LNG Cargo Capacity than S.T. (Æ Increased LNGDel)
Cargo Bunkering = Fuel Bunkering Æ Easy Logistics, No Time Loss
Environment Friendly (NOx < 1,5 g/kWh; CO2 ↓; No SOx; No Particles)Æ Green Ship
Improved Flexibility & Efficiency at Part Loads (Multi-Engine Plant)
Underway Maintenance Possibility Without Adverse Effect on Ship‘s Schedule
Simple System with One Engine Type (48/60DF) Only for All the Ship‘s Power Needs
Low Pressure Gas Fuel Supply (5 – 6 bar) Æ Safety Aspect
Gas/HFO Fuel Flexibility (if requested) in Steps due to Multi-Engine Configuration
Last But Not Least: Equivalent Redundancy / Reliability to Steam Turbine Plant !!
Dual-Fuel Electric
MAN B&W Diesel
THE NEUTRALS:
Higher Structural Vibrations than S.T. Æ Can Be Solved (Resilient Seatings)
THE DRAWBACKS:
Overall Investment Costs difficult to assess:
Charter Rates ?
Æ Ship prices depend heavily on market
Influence on
situation and portfolio strategy of the yard.
Larger Number of Cylinders Æ Unusual for LNGC Operators,
(though very common e.g. on cruise liners)
DF vs S.T. Plant Maintenance Costs?
Æ Ship‘s mobility remains unaffected!

(maintenance during voyage possible)
CONTENTS
MAN B&W Diesel
48/60 DF:
History of 4-stroke Gas and
Dual-Fuel Engine Development
MAN B&W Diesel
1994 1996 1998 2000 2002 2004 2006
V 28/32 SI 48/60 DF
L 32/40 DF
32/40 DF
L 28/32 SI
Genset With 6L 32/40 DF
Dual-Fuel Engine
MAN B&W Diesel
Output: 2 400 kW at 750 rpm
„Sabetha“ Power Station / USA
MAN B&W Diesel
1 x 12V32/40 DF, output 4.6 MW
Genset With 18V 32/40 DF
Dual-Fuel Engine
MAN B&W Diesel
Output: 7 200 kW at 750 rpm
32/40 DF-engine references:
Stationary power plants
MAN B&W Diesel
Operating hours Application:

Plant name: Type:
(06/2005):
DBB-Frankfurt /
6L 32/40 DF 12.000 Cogeneration plant
Germany
Pavayacu / Peru 9L 32/40 DF 20.000 Stationary power plant
Corrientes / Peru 9L 32/40 DF 32.000 Stationary power plant
Tarakan / Indonesia 2x 8L 32/40 DF 20.000 - 24.000 Stationary power plant
Sabetha / USA 1x12V 32/40 DF 2000 Peaking power plant
Poplar Bulff / USA 3x18V 32/40 DF 1500 - 3000 Peaking power plant
Ben Gurion / Israel 4x 9L 32/40 DF 205 - 250 Stationary Power plant
Augusta / USA 1x 18V 32/40 DF 1500 Peaking power plant
Clay Center / USA 1X 18V 32/40 DF 400 Peaking power plant
CONTENTS
MAN B&W Diesel
48/60 DF:
48/60 DF - The New Dimension of
Dual Fuel Technology
MAN B&W Diesel
48/60 DF
48/60 DF Main Data
MAN B&W Diesel
Main technical data
L: 6, 7, 8, 9
Number of cylinders
V: 12, 14, 16, 18
Speed rpm 500 514
Cylinder output kW/cyl. 950
Power range: kW 5.700 – 17.100
Mean piston speed m/s 10.0 10.3
48/60 DF
Preliminary Design Data
MAN B&W Diesel
Diesel Operation Gas Operation

Operation mode:
100% MCR 100% MCR
Fuel consumption: 190 g/kWh* 7.680 KJ / KWh**
12,9 g/kWh (IMO) 1,3 g/kWh

NOx Emissions:
@ 5% O 2
Filter Soot Number (FSN):

< 0,3 ----
(from 25% - 100 %MCR)
* ISO condition 5% tolerance

** ISO condition 5% tolerance incl. Pilot fuel
48/60 DF
Operation Modes (1)
MAN B&W Diesel
Diesel mode
100%
MDO (DMX, DMA, DMB)
HFO (second development step)
Limitations: Constant minimum load: 15% MCR
48/60 DF
Operation Modes (2)
MAN B&W Diesel
Dual-Fuel mode
> 99%
Natural gas
(from LNG)
Pilot fuel
< 1% MDO (DMX, DMA, DMB)
Limitations: Minimum load: 15% MCR
Charge air temperature
Methane number of fuel gas
Constant overload
Gas quality (lower heat value)
Load application
Engine Load and Air / Fuel Ratio
MAN B&W Diesel
Operation window dual-fuel mode:

24
22
Knocking area
pressure (bar)
20
Mitteldruck
18 Misfiring area
16
Mean effective
14
12
10
8
1,6 1,8 2,0 2,2 2,4 2,6 2,8
Air /Lambda
Fuel ratio
Methane Number and
Charge Air Temperature
MAN B&W Diesel
Effect of Methane number: Effect of charge air temperature:
Pe (%) Pe (%)
100 100
knocking knocking
90 90
80 80
90 80 70 60 45 50 55 60 °C
Methane number 113 122 131 140 °F
Charge air temperature
Derating: 1% / Methane number (after CAC)
Derating: 2% / ∆1°C
Properties of LNG at Worldwide
Export Terminals
MAN B&W Diesel
Terminal1 Methane Ethane Propane Butane Heavier C+ Nitrogen LHV2

CH4 C2H6 C3H8 C4H10 C5+ N2
% mol % mol % mol % mol % mol % mol MJ/kg
Arzew 87,40 8,60 2,40 0,05 0,02 0,35 49,22

Bintulu 91,23 4,30 2,95 1,40 0,00 0,12 49,35
Bonny 90,40 5,20 2,80 1,50 0,02 0,07 49,35
Das Island 84,83 13,39 1,34 0,28 0,00 0,17 49,26
Badak 91,09 5,51 2,48 0,88 0,00 0,03 49,48
Arun 89,33 7,14 2,22 1,17 0,01 0,08 49,37
Kenai 99,80 0,10 0,00 0,10 0,00 0,10 50,02
Lumut 89,40 6,30 2,80 1,30 0,05 0,05 49,35
Marsa el Brega 70,00 15,00 10,00 3,50 0,60 0,90 47,8
Point Fortin 96,20 3,26 0,42 0,07 0,01 0,01 49,91
Ras Laffan 90,10 6,47 2,27 0,60 0,03 0,25 49,32
Skida 91,50 5,64 1,50 0,50 0,01 0,85 48,97
Withnell 89,02 7,33 2,56 1,03 0,00 0,06 49,4
Average LNG 89,25 6,79 2,60 0,95 0,06 0,23 49,3
1 Source: SIGTTO
2 Calculated by Ruhrgas Software
LNG as Gaseous Fuel
for DF-Engine
MAN B&W Diesel
Boiling Temperatures at atmospheric pressure:
Component Boiling Temperature
Nitrogen -196 °C
Methane -161 °C
Ethane - 89°C
Propane - 45°C
Butane + 1°C
Result: If the additional LNG is vaporized in a Forced Boil-Off Unit at

arround –100 °C only Methane and Nitrogen will be evaporated.
Requirements LHV at 100% Load
MAN B&W Diesel
Lower Heat value Boil-off gas
N2 content (% mol)
LNG as Gaseous Fuel
for DF-Engine
MAN B&W Diesel
Results:
By using an adequate external gas supply system the evaporation of heavier
hydrocarbons in the FBO unit will be avoided. So only Methane and Nitrogen
will be evaporated.
Therefore the methane number of the fuel gas will always be over 80.
The probability that the Nitrogen content in the NBOG exceeds 18 Mol-%
is minimal.
No power reduction of the engine necessary
Maximum Load Application
MAN B&W Diesel
Diesel operation
Dual-Fuel operation
48/60 DF Additional Components
MAN B&W Diesel
Pilot fuel injector by

Air / fuel
Common-Rail
control flap
Elec. Gas valve
Pressure
Relief valve
Elec. actuator
Knocking
Sensor/Control
Phase
Pick Up
Advantages of 48/60 DF-engine
MAN B&W Diesel
All cylinder numbers available (also 7 and 14)
80% of proven common parts with 48/60B HFO-engine
Larger operation window between knocking and misfiring
Larger operation window in terms of Methane number
Separate exchange of pilot fuel and main fuel injector possible
Layout of Gas Supply System-
Cargo Area
MAN B&W Diesel
Cargo Area Engine Room

NBOG-Line
L/D-Comp. Gas Heater

M
LNG-Tank FBO-Unit
Spray Pump
Layout of Gas Supply System
and Engine Room
MAN B&W Diesel
Engine Gas Supply System
Fuel Gas Control Unit (GCU)
MAN B&W Diesel
Example
External Exhaust Gas System
Purging / Explosion Venting (1)
MAN B&W Diesel
MBD DF Marine Engines
DNV Approval in Principle
MAN B&W Diesel
Time Table
MAN B&W Diesel
2004 2005 2006 2007
Concept
Construction / design
Project planning manual
Engine test
Serial release
First production engine
48/60 DF
MAN B&W Diesel
Delivery schedule
Technical release for first engines in 3rd Quarter of 2006
Delivery date of first production engine in mid 2007 (ex works)
LNG Carrier Propulsion Concepts
MAN B&W Diesel
MAN B&W Diesel AG
YOUR PARTNER
FOR THE LNG FUTURE !

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48/60 DF Engine

The New Prime Mover For LNG Carriers

. © MAN B&W Diesel AG 2005/12/16

The Dual-Fuel Electric Concept

Proven Technology: 32/40 DF References

48/60 DF – Main Technical Characteristics & Time Schedule

 Decreased Fuel Cost per Calory for Charterer with LNG

 Higher Structural Vibrations than S.T. Æ Can Be Solved (Resilient Seatings)

DF vs S.T. Plant Maintenance Costs?

Æ Ship‘s mobility remains unaffected!

The Dual-Fuel Electric Concept

Proven Technology: 32/40 DF References

48/60 DF – Main Technical Characteristics & Time Schedule

1994 1996 1998 2000 2002 2004 2006

Output: 2 400 kW at 750 rpm

1 x 12V32/40 DF, output 4.6 MW

Output: 7 200 kW at 750 rpm

Operating hours Application:

Corrientes / Peru 9L 32/40 DF 32.000 Stationary power plant

Tarakan / Indonesia 2x 8L 32/40 DF 20.000 - 24.000 Stationary power plant

Sabetha / USA 1x12V 32/40 DF 2000 Peaking power plant

Ben Gurion / Israel 4x 9L 32/40 DF 205 - 250 Stationary Power plant

Augusta / USA 1x 18V 32/40 DF 1500 Peaking power plant

Clay Center / USA 1X 18V 32/40 DF 400 Peaking power plant

The Dual-Fuel Electric Concept

Proven Technology: 32/40 DF References

48/60 DF – Main Technical Characteristics & Time Schedule

Main technical data

Speed rpm 500 514

Cylinder output kW/cyl. 950

Power range: kW 5.700 – 17.100

Mean piston speed m/s 10.0 10.3

Diesel Operation Gas Operation

Fuel consumption: 190 g/kWh* 7.680 KJ / KWh**

12,9 g/kWh (IMO) 1,3 g/kWh

Filter Soot Number (FSN):

* ISO condition 5% tolerance

Limitations:  Constant minimum load: 15% MCR

Operation window dual-fuel mode:

Effect of Methane number: Effect of charge air temperature:

Terminal1 Methane Ethane Propane Butane Heavier C+ Nitrogen LHV2

Arzew 87,40 8,60 2,40 0,05 0,02 0,35 49,22

 Boiling Temperatures at atmospheric pressure:

Component Boiling Temperature

 Result: If the additional LNG is vaporized in a Forced Boil-Off Unit at

Lower Heat value Boil-off gas

No power reduction of the engine necessary

Pilot fuel injector by

Elec. Gas valve

 All cylinder numbers available (also 7 and 14)

 80% of proven common parts with 48/60B HFO-engine

 Larger operation window between knocking and misfiring

 Larger operation window in terms of Methane number

 Separate exchange of pilot fuel and main fuel injector possible

Cargo Area Engine Room

L/D-Comp. Gas Heater

2004 2005 2006 2007

Project planning manual

First production engine

 Technical release for first engines in 3rd Quarter of 2006

 Delivery date of first production engine in mid 2007 (ex works)

MAN B&W Diesel AG

Decreased Fuel Cost per Calory for Charterer with LNG

Higher Structural Vibrations than S.T. Æ Can Be Solved (Resilient Seatings)

Limitations: Constant minimum load: 15% MCR

Boiling Temperatures at atmospheric pressure:

Result: If the additional LNG is vaporized in a Forced Boil-Off Unit at

All cylinder numbers available (also 7 and 14)

80% of proven common parts with 48/60B HFO-engine

Larger operation window between knocking and misfiring

Larger operation window in terms of Methane number

Separate exchange of pilot fuel and main fuel injector possible

Technical release for first engines in 3rd Quarter of 2006

Delivery date of first production engine in mid 2007 (ex works)