Presentation From The Blue Conference In Copenhagen 01 12 2011

Environmental rules and regulations
seen as Business opportunities
2011

MAN Diesel & Turbo
 „Engineering the Future – since 1758“

The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011

Disclaimer

All data provided on the following slides is for information purposes only,
explicitly non-binding and subject to changes without further notice.
The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 <2>

Environmental rules and regulations:
Threats or opportunities?


Topics

 EEDI

 Engines & Fuel

 Aft Ship optimization

 Examples on Green Retrofits


EEDI

EEDI
Energy Efficiency Design Index

IMO - International Maritime Organization

Regulation has been adopted at IMO on 15 July 2011!


EEDI
Basics

EEDI – Energy Efficiency Design Index

Definition:
EEDI = CO2 emission = ΣP x CF x SFC
Benefit of ship Capacity x Speed

Unit: gram CO2/(Ton*Nautical Mile)

Reference: Requirement :


EEDI
Calculation Formula

Πfj (ΣPME*CFME*SFCME) + PAE*CFAE*SFCAE + (Πfj*ΣPPTI –Σfeff*PAEeff)*CFAE*SFCAE - Σfeff*Peff*CFME*SFCME
EEDI = __________________________________________________________________________________
fi * Capacity * Vref * fw

CO2 emission CO2 emission CO2 emission CO2 reduction CO2 reduction
Main engine - PTO Auxillary engine Power Take In WHR or similar Wind, Solar …
Ref: 75% *(PSMCR – PPTO) Ref: 2.5% x PMCR + 250 kW Ref: 75% PTI Ref: 75% MCR Ref: 75% MCR

PMCR PPTO


EEDI
Calculation Formula

Πfj (ΣPME*CFME*SFCME) + PAE*CFAE*SFCAE + (Πfj*ΣPPTI –Σfeff*PAEeff)*CFAE*SFCAE - Σfeff*Peff*CFME*SFCME
__________________________________________________________________________________
EEDI =
fi * Capacity * Vref * fw

Ship speed
Speed obtained at:
• Specified capacity of ship
• Power as defined in EEDI (75% MCR)

Capacity of ship
Cargo ships: 100% DWT
Container ships: 70% DWT
Passenger ships: 100% GT

Picture taken from http://fr.academic.ru/pictures/frwiki/83/Sirius_Star_2008e.jpg


EEDI
Stepwise Introduction

Requirements on EEDI – entering into force on 1 January 2013

Regulation: Attained EEDI ≤ (1-X/100) x Reference value
 X = 0 for ships built after 1 Jan 2013
 X = 20 for ships built after 1 Jan 2020 (X = 15 for some ship types)

EEDI

10 %
20 %
30 %
2013 – Reference line
2015
2020
2025
Capacity


EEDI
Technical Measures

Consequences of requirements

If nothing else is done in the design:

 the propulsion power must be reduced
 the ship speed will consequently be lower
 the total cargo transport by the ship will be reduced
 the ship size – or numbers of ships – should be increased to
keep transport capacity

But other solutions are available.

The Blue Conference 2011 Poul Knudsgaard © MAN Diesel & Turbo 01.12.2011 < 10 >

EEDI
Technical Measures

EEDI reduction – examples
 Speed reduction
5% reduction of ship speed results in 10% lower EEDI index – increased ship size or more ships
required
 Waste Heat Recovery
10% reduction by Waste Heat Recovery
 Gas fuelled engine
23% reduction using LNG, due to low carbon emission factor
 Increased propeller diameter
Propeller efficiency increase by increased propeller diameter and lower engine
speed
 Derated engine
5-10% reduction by derated engine – might cost engine margin
 Ship and propeller optimising
Ship specific solutions by optimising hull and propeller
 Alternative (green) power
Green, CO2 neutral power, as e.g. wind/solar energy


12K80MC-GI-S – Chiba Power Plant
The 10 Years GI Experience

1994 - 2003

GI = High Pressure Gas Injection

Mitsui


G-ME Engine Series
Increased Stroke to Bore Ratio
Layout diagrams of new green series of G-ME engines
compared with existing super long stroke S-ME engines

Longer
Stroke

Lower
rpm

Larger
Propeller

Higher
Efficiency

Fuel and
CO2
Savings

Source: LEE4/BGJ


MAN Alpha
System Supply Approach

Propellers interacts mechanically with
 Shaft – vibration, whirling
 Bearing – load distribution
 Gearbox – thrust bearing
 Engine – vibration (torsional, axial)

Propellers interacts hydrodynamically with
 Hull – efficiency, cavitation (noise/vibration)
 Struts – flow alignment
 Rudder - manoeuvring, erosion


The optimum design

The Balanced Design

Fuel Consumption Vibration/Noise/Comfort


MAN Alpha - Aft Ship Approach
The DFDS pilot project

2 x 3000 LM RoRo Vessels M.E.: 2x8S40ME-B9.2
Owner: DFDS, Denmark 2 x 9.080 kW @ 146 rpm
Yard: P+S Werften, Germany CPP: 2 x VBS1350 / AT2000
NB500 / 501 Aux.: 3 x L16/24

Special features
 2 x VBS1350 with full feathering capabilities
 2 x Becker Marine System twisted rudders
 Investigations on optimised rudder bulbs


CFD Calculation of Rudder Bulb

DFDS RoRo project

 65 bulb model variants have been
calculated
 Best shape offers 2% increased
efficiency in open water condition

 Results has been verified at model
basin HSVA in Hamburg, Germany


Self-propulsion Test at HSVA

Withoutrudder bulb
With rudder bulb


Result from Self-propulsion Test

Annual fuel oil savings > 250.000 €
Pay back time < 4 months


MAN|PrimeServ
The Environmental Focus

“Green Retrofit”

Competition

Pay - Back Rules

Green
Image


Propeller Upgrade & Retrofit

EEDI reduction – “Green retrofit”


Propeller Upgrade & Retrofit

 Up to 14% fuel savings - and reduced emissions
 Reduced propeller noise
 Short payback time

70

65 Old design
New design

60 14%

55
Propeller Efficiency [%]

50

45

40

35

30

25
8 9 10 11 12 13 14 15 16
Ship speed [kn]


Ship Speed Reduction

EEDI reduction – propeller “Green retrofit”

 Ship speed reduction from 15 to 14 knots
13000 DWT Tanker
 Results in lower EEDI index (approx. 20%)

 Pay-back time of propeller retrofit < 2 years

Existing propeller New propeller design
8000 66

Propeller Efficiency [%]
7000 64
Engine Power [kW]

6000 62
60
5000
58
4000 Improved part
56
load efficiency
3000 54
52
2000
50
1000 48
0 46
12 13 14 15 16 10 11 12 13 14 15 16
Ship speed [kn] Ship speed [kn]

Kappel Tip Fin Propeller

Kappel Tip Fin Propeller
3-5 % efficiency gain

M/F Kronprins Frederik

M/F ASK & M/F URD


CPP Propeller Upgrade/ Retrofit
Fuel savings

M/F Sassnitz
Passenger, Vehicle and Train
Ferry.
Twin screw : 2 x 9,100 kW.
MAN Alpha: High skew design.

Improved efficiency: 12.5%

M/F Aurora & M/F Merchant
Passenger, Ro-Ro and Cargo
Ferry.
Twin screw: 2 x 13,200 kW.
Kappel design ICE Class 1A
Super.

Improved efficiency: 8%


CP Propeller Upgrading Projects
Scandlines

M/F “Ask”
Passenger, RoRo Cargo Ferries

Twin screw: 2 x 4,920 kW

Kappel design, adapted to new service profile

Improved efficiency: +10%

M/F “Urd”


AHT Nozzle – Alpha High Thrust

HIGH thrust at low speed
Increased bollard pull – up to 16 %


Upgrade of Propeller Blades and Nozzle
13.8% more pull - and less noise

GECO TRITON New blades and AHT nozzle Bollard Pull test and
measurement

Facts and Figures
Resulting improvement in Bollard pull: 13.8%
Reduction of propeller noise: 30%

Measured Bollard Pull – after upgrade: 79.1 tons
Measured Bollard Pull – before upgrade: 69.5 tons
Propeller: Wichmann, ø3800 / 153 rpm
Engine: Wärtsilä 12V32E, 4.920 kW


Speed Pilot
The Overall Structure

“Green retrofit”


Propeller and Aft Ship Optimizing
Upgrade & Retrofit


Rudder Bulb is combined with a twisted rudder

Efficiency gain up to 4 – 6%

Optimize Mewis Duct

Optimize the propeller blade design
for the modified wake

Efficiency gain up to 5 – 8%


Nox-Reduction Technologies

Engine internal measures - “Green retrofit”
NOx Reduction Package for M/F GEISNES
L23/30 engine retrofitted to Tier II limits

Comprising:

 Cylinder heads with improved flow properties
 Camshaft for optimized timing ties
 Fuel equipment (injection pumps and valves)
 Increased compression ratio
 Retarded injection
 Pistons with optimized ring configuration
 Cylinder liners with flame ring


Thank you for your attention.
All data provided in this document is non-binding.
This data serves informational purposes only and is
especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant
data may be subject to changes and will be assessed and
determined individually for each project. This will depend
on the particular characteristics of each individual project,
especially specific site and operational conditions.

END


Site Frederikshavn

PrimeServ Frederikshavn
Employees (31.09.2011) : 473

Products + Employees (D-DK site HOL) : ~
Propellers 100
Gears
Gears Propellers PrimeServ After
Sales Service


Curriculum Vitae – Poul Knudsgaard
Born 23.07.1959 Aabenraa, DK

Married, 4 kids – age 15->28

1985 Marine Engineering Apprenticeship
1988 B. Sc. in Mechanical Engineering
2011 MBA

1988-1991 Project Engineer, APV Anhydro A/S
1991-1992 Sales Engineer, FAG Danmark A/S
1992-2002 Misc jobs at MAN B&W Diesel (CPH & FRH)
2002-2008 Technical Director, RAIS A/S
2008- ? Misc jobs at MAN Diesel & Turbo
Site Manager FRH & Head of PrimeServ Four-stroke DK

Supervisory Board member: MARCOD and EMUC

H.A.M. (Humid Air Motor)
A System Preventing NOx Formation

H.A.M. Influence on NOx Formation
 Humidification of the charging air increases heat capacity and lowers the O 2 content
 High heat capacity and low O2 in the charging air gives low combustion temperatures
 Low combustion temperatures gives low NOx


Installation of H.A.M.
M/V “Kvannøy” – 84 meter Purse Seiner / Trawler

Wet methods - “Green retrofit”
Installation of Humid Air Motor (H.A.M.)
 61. 3% NOx Reduction after Retrofit
 IMO E2 NOx emissions - reduced from 9.3 g/kWh to 3.6 g/kWh

 http://www.youtube.com/watch?v=sb1SA0U5rSM

Engine type : 16V28/32A
Reduction gear : ACG 950
CP Propeller : VB 1080
Propulsion control : AT IIA


M/V “Mariella” – H.A.M Installation
Test Results Measured Onboard

Measured switching from air cooler to H.A.M. operation:

 Emissions of NOx decreased from 14.32 g/kWh to 4.57 g/kWh (68%)

 Emissions of THC (C3) increased from 0.17 g/kWh to 0.21 g/kWh (22%)
 Emissions of CO decreased from 0.75 g/kWh to 0.71 g/kWh (4.8%)
 Emissions of Particulate Matter (PM) increased from 0.30 g/kWh to 0.46 g/kWh (56%)
 Fuel consumption decreased from 216.8 g/kWh to 212.1 g/kWh (2.15%)

All figures are corrected according to ISO 8178.
Emissions and fuel consumption for 25, 50, 75 and 100% load are weighted according to ISO 8178, E3 cycle (Propeller curve),



Dry methods - “Green retrofit”
Installation of Selective Catalytic Reduction (SCR)

 IMO MARPOL, Annex IV - Tier III compliant
 Treatment of exhaust gas after engine


H.A.M. versus SCR – Summery Table

HAM SCR

Low maintenance and operation costs Low investment costs

NOx reduction up to 70% NOx reduction up to 80%

Possible urea slip,
Safe and ecological process
risk of N2O formation

Improved performance at part load operation, Reduced performance at part load operation
dependent on available heat dependent on exhaust gas temperature

Heavy system reduces the
“Lighter” system
total payload of the ship
No fuel quality limitation:
Engine needs low sulphur fuel oil
The engine can run on high
(LSFO) during SCR operation
sulphur fuel oil (HSFO)
No additional reducing agent (uses sea water
Urea transport + storage aboard ship
only), water decalcification agent necessary



Dry methods - “Green retrofit”
Installation of Exhaust Gas Recirculation(EGR)


 O2 in the scavenge air is replaced with CO2

Exhaust  Reduced O2 content in the scavenge air –
gas thus reducing the peak temperatures
loop
 CO2 has a higher heat capacity -
thus reducing the peak temperatures

 Decreased peak temperatures reduces the
formation of NOx


Conversion to Gas Fuelled Engines

 23% EEDI reduction using LNG, due to low carbon emission factor
 Clean combustion of natural gas
 Improved opportunities for Waste Heat Recovery

Two - Stroke Four - Stroke


Waste Heat Recovery

EEDI reduction – by Waste Heat Recovery
 Reduction of EEDI by Waste Heat Recovery - Opportunity for “Green retrofit”


Presentation From The Blue Conference In Copenhagen 01 12 2011

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Presentation From The Blue Conference In Copenhagen 01 12 2011