MAN Makes Vessel Gas Ready

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Man Diesel & Turbo outguns a solution that allows liquid fueled marine vessels to convert to gaseous fuel operation later.

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The modern exhaust-emission limits have tightened along with volatility in fuel price.  Man Diesel & Turbo has come up with ME-GI dual-fuel engine that can be used to operate marine vessels on gaseous fuel within emissions control areas (ECAs).  These ME-GI engine delivers significant reductions in CO2, NOx and SOx emissions.  Furthermore, the ME-GI engine has negligible methane slip and is therefore the most environmentally friendly technology available.  As such, the ME-GI engine represents a highly efficient, flexible, propulsion-plant solution.

What is the necessity to turn towards dual fuel?

The implementation of MARPOL Annex VI (14.8) from Jan. 1 of last year regarding operation on fuels containing less than 0.1% sulfur in emissions control areas (ECAs).  For more details on MARPOL VI please visit  “Reminder On Air Emission Standards”.  These controls on emission has forced many marine owners and operators to make their own investigations into economic feasibility of alternative fuels.

The volatility in fuel price and reduced cost of gas fuel due to increased global production attracts customers towards LNG.

The political and financial initiatives for increased funding of the construction of LNG bunker stations within ECAs is yet another reason that necessitates the use of natural gas.

MAN’s new solution:

MAN’s new solution allows liquid fueled marine vessels to convert to gaseous fuel operation at Emission Control Areas(ECA’s).

Working:

The ME-GI uses high-pressure gas injection that allows it to maintain the numerous positive attributes of MAN Diesel & Turbo’s ME-B and ME-C two-stroke engines.  The ME-GI dispenses with the need for power derating and eliminates the significant problem of methane slip (and resulting CO2 emissions).  At the early design stage of a vessel, the complete gas fuel system from the docking point to the gas inlet at the main engine is taken into consideration.  This starts at the LNG bunker station and follows the whole process to the gas inlet on the main engine.  The gas auxiliary systems of the vessel must be studied and full compliance with international safety codes for ships using gas fuel must be applied and guaranteed.

Have your vessels Gas Ready:

  • A gas-ready vessel can fully convert to gas operation at the first major docking.
  • Ensures full compliance with the IGF code and any additional classification society requirements.
  • MAN Diesel & Turbo’s ME engine can first operate on liquid fuel before operating on  gas fuel as ME GI dual fuel engine.
  • GI is simply an add-on to the existing ME engine  and the GI concept is already class approved, all ME engines can be considered ‘gas ready’.
  • Conversion involves small mechanical and electrical components for gas operation to be installed and the software enabled.
  • For gas ready vessels it would be wise to select an independent pressure LNG tank.

Fuel Gas System:

The fuel gas system (FGS) system is an auxiliary system that can also be installed at a later stage.  The FGS is typically delivered on skid modules, which vary in size, mass and contents, depending on the supplier. However, the principal components of the fuel gas system comprise of a high-pressure pump, high pressure vaporizer and a glycol water system.

Source: MAN

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