Introduction to

ME-GI
PrimeServ Academy Copenhagen
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Learning objectives

Upon completion of this module you …

 will be able to recognize the GI concept and status.

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Powering sustainable shipping by opening clear pathways
MAN Energy Solutions supports all

LNG Ethane Methanol LPG Ammonia

ME- ME- ME- ME- ME- → 2024

GI GA GIE LGIM LGIP
403 Engines 116 Engines 29 Engines 55 Engines 123 Engines

Public 4
 MAN B&W Two-Stroke – Multifuel Engines
Historical timeline
First order of MAN MAN B&W ME- Hapaq Lloyd
B&W LGIP Retrofit orders 9S90ME-C ME-GI
Engine delivery Engine delivery 1st sea trial on 1st sea trial on 6G60ME-LGIP for BW LPG. retrofit.
for TOTE Maritime for TEEKAY LNG ME-GI retrofit for Nakilat methanol ethane engines by Exmar Dry dock 2020 Dry dock 2020

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

LPG LGIP cylinder

ME-GI test at Ethane tightness- & installed
RCC, Demonstration Demonstration Development develop ME-GI/E PVU LPG testrig at function test on research engine
Copenhagen test at HHI test at MES of ME-LGI ment at RRC RCC at RCC at RCC

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Introduction to ME-GI
Latest status

First ME-GI order, TOTE 3,100 teu container

carrier

 First ME-GI ordered on Dec. 2012

 3,100 TEU LNG Powered container
 MAN B&W 8L70ME-C8.2-Gl
 2014, Q1: ME-GI engine delivery
 2015, Q4(Nov.): First ship delivery

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 Alternative fuels
Properties
Energy storage Specific Energy Required Tank Supply Injection Emission Reduction Compared To
Energy Density Volume m3. 1 pressure pressure HFO Tier II
type MJ/kg MJ/L bar bar
HFO 40,5 35 1000 7-8 950 SOx NOx CO2 PM
300 300
90-99% 20-30% 24% 90%
Liquefied natural gas (LNG - 50 22 METHANE METHANE
1590
162 °C) 380 380 90-97% 30-50% 15% 90%
ETHANE ETHANE
LPG (including Propane /
42 26 1346 50 600-700 90-100% 10-15% 13-18% 90%
Butane)
Methanol 19.9 15 2333 10 500 90-97% 30-50% 5% 90%
Ethanol 26 21 1750 10 500
Compliant
Ammonia (liquid -33 °C) 18,6 12,7 2755 70 600-700 100% with >95% >90%
regulation

Hydrogen (liquid -253 °C) 120 8.5 4117

Marine battery market leader,

0,29 0,33
Corvus, battery rack 106.060
Tesla model 3 battery
0,8 2.5 14000
Cell 2170*. 2

• 1: Given a 1000 m3 tank for HFO. Additional space for insulation is not calculated for in above diagram. All pressure values given a high pressure Diesel injection principle.

• 2: Values for Tesla battery doesn’t contain energy/mass obtained for cooling/safety/classification .

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Introduction to ME-GI
Designation

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MAN Dual Fuel two stroke engines

Facts:

• ME-C engine is the platform for the Dual Fuel

concepts

• Dual fuel engine = Two Fuel in one engine

• Same reliability as the ME-C/B engines
• Same power output as the ME-C/B engines
• Engine efficiency 50% or higher
Introduction to ME-GI
Designation: Limitation of NOx emission

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Introduction to ME-GI
Designation: Limitation of sulphur in fuel oil

4.5

4 Global: 4.5 → 3.5 → 0.5 Global

3.5 SECA: 1.5 → 1.0 → 0.1

CARB MGO: 1,5 → 1.5 → 0.1 (DMA)

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Sulfur %

CARB MDO: 2.0 → 0.5 → 0.1 (DMB)

2.5

1.5
SECA

1
CARB Phase 1
CARB Phase 2
0.5

0
2000 2005 2010 2015 2020 2025

Year

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Introduction to ME-GI
Designation: ECA (Emission Control Areas)

Source: DNV (http://www.dnv.com/resources/reports/greener_shipping_north_america.asp)

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Introduction to ME-GI
Performance

Combustion and heat release

Heat release
 The heat release rates for diesel and gas
reference at 100% load are shown on the figure.
 As seen in the figure, the shapes of the heat
release rates are similar in terms of the
maximum heat release rate as well as end of
combustion. Further, the width at half-maximum
is also very similar. Despite the fact that twice as
many injection nozzles are involved with gas
(half for pilot oil and half for gas), it has been
achieved to produce a heat release rate, which
is quite similar as a conventional diesel heat
release rate, which was the initial objective.

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Introduction to ME-GI
Performance

Combustion
 In order to further understand and characterize the combustion
processes of the ME-GI engine, a number of high-speed imaging
tests have been performed, in which the combustion inside the
combustion chamber is visualized through high-speed camera
recordings. The experimental setup is such that one set of injection
nozzle is viewed from the side.
 The images represent light emitted from hot soot particles. First, as
seen in the figure, the main difference between the diesel and gas
flame is a less intense flame in the case of gas. This may be due
to either a colder flame and/or a lower soot concentration.
Measurements have confirmed that the smoke number is
substantially reduced when running on gas as well as
thermodynamic considerations that predict a lower flame
temperature when running on gas. Besides those differences, the
flame structure of the diesel and the gas flames appear very
similar. Thus, the gas flame may also be characterized as turbulent
mixing controlled combustion.

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Introduction to ME-GI
ME-GI engine: Dual Fuel operation

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Introduction
to ME-GI
Why ME-GI?

Maximum engine room safety

 Negligible gas slip from

combustion chamber to
crankcase or exhaust receiver
 No accumulation of unburned
gas
 No knocking

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Introduction to ME-GI
Dual Fuel operation

Three different fuel modes.

 Gas operation with minimum pilot oil amount

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Introduction to ME-GI
Dual Fuel operation

Three different fuel modes.

 Gas operation with minimum pilot oil amount

 Specified dual fuel operation (SDF) with injection of

a fixed gas amount

 Fuel-oil-only mode

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Introduction to ME-GI
GI, GIE, LGIM and LGIP
FGSS
ME-GI

Fuel Tank

DF Gensets

Ship
GVU

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Introduction to ME-GI
ME-GI design: Layout with FGSS system

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Introduction to ME-GI
Overview of S70ME-GI

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ME-GI Principle
Dual-Fuel Conversion

Gas Control Block

HP Fuel Pipes
Adaptor Block
Cylinder Cover

Gas Chain Pipes Gas Injectors

Confidential 22
Introduction to ME-GI
ME-GI engine

Safety

 During any failure of the gas system the ME-GI control and
safety system is designed to go into safe condition. All failures
detected during gas fuel running result in a gas fuel stop and a
change-over to fuel oil operation. This condition applies also to
failures of the control system itself.
 Following the change-over, the high-pressure gas pipes and
complete gas supply system are blown-out and freed from gas
by purging with N2.
 The change-over to fuel oil mode is always done without any
power loss of the engine.

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Introduction to ME-GI Benefits of
Dual Fuel combustion concept Diesel-type versus Otto-type combustion

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Introduction to ME-GI Benefits of
Dual Fuel combustion concept Diesel-type versus Otto-type combustion

Combustion concept Diesel cycle Otto cycle

Power density Unchanged Power reduced
Gas-mode efficiency Increased Unchanged
Diesel-mode efficiency Unchanged Reduced
Gas quality/requirements (LCV) Insensitive Sensitive
Methane number dependent No Yes
Pilot fuel oil (amount) MDO/HFO (3-5%) MDO (approx. 1%)
High ambient temperature Insensitive Sensitive
Combustion processes Diesel process Premixed
Cylinder max. pressure variations Stable and low Unstable and high
Knocking during load change None Possible
Misfiring None Possible
Methane slip 0.1% of SFOC 2-4% of SFOC
Global warming potential (GWP) Reduced by 20% Increased
Scavenge air receiver explosion risk No Yes
Crankcase explosion risk No Yes
Exhaust receiver explosion risk No Yes

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Introduction to ME-GI
Gas – a clean marine fuel: Concept study – looking at 6,000 teu container vessel

Introduction
The introduction of cleaner fuel is a big step forward towards a greener shipping industry. Natural gas is
considered greener and cleaner than MDO. It has been known for a long time that this concept study also
confirms that gas must be used and burned the right way; otherwise, it will end up being worse than MDO, MGO
or HFO. For the concept study, we are looking at a 6,000 teu container ship, operating 6,000 hours per year.
16.7% of the time operation takes places within Tier III. The rest of the time operation takes place in Tier II
areas. All the time, the main engine is operating on gas only.
This case study should help guide owners towards a propulsion solution that minimises GWP and maximises
the efficiency of the use of gas fuel.
Case study
23 MW DF ME (pre-mixed) plus 2 x 1.5 MW aux. (pre-mixed); one aux. as spare.
23 MW ME-GI plus 2 x 1.5 MW aux. (pre-mixed); one aux. as spare.
23 MW ME-GI plus 1 x 1.5 MW PTO plus 1 x 1.5 MW plus one aux. extra for manoeuvring and harbour
operation.

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Introduction to ME-GI
Concept study case 1

Target – to minimise the GWP

 6,000 teu container vessel  Design speed 23 knots
 17% SECA and Tier III share  SMCR 23.000 kW
 RPM 80  Electric power
 Solely LNG operation
Case study:
 Base case 23 MW ME plus 2 x 1.5 MW aux. fuel oil; one aux. as
spare
 23 MW DF ME (pre-mixed) plus 2 x 1.5 MW aux. (pre-mixed); one aux.
as spare
 23 MW ME-GI plus 2 x 1.5 MW aux. (pre-mixed); one aux. as spare
 23 MW ME-GI plus 1 x 1.5 MW PTO plus 1 x 1.5 MW plus one aux.
extra for manoeuvring and harbour operation.

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Introduction to ME-GI
Case 2: Fuel Gas Supply System (FGSS) – LP gas injection engines

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Introduction to ME-GI
Case 3: Fuel Gas Supply System (FGSS) – For HP gas direct injection ME-GI engine

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Introduction to ME-GI
Case 4: FGSS with PTO – Electric power generated by ME-GI BOG
one GenSet on DF for harbour operation – BOG by side stream

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Introduction to ME-GI
Results from case study

Main
Scenarios Engine AUX PTO Main Engine AUX SUM
Fuel Fuel
t LNG/ t FO/ tCO2/ t CH4/ t LNG/ t FO/ tCO2/ t CH4/ tCO2/ t CH4/ GWP 20
type type Year year Year Year Year Year year year year year Years

0.0 9512.0 30438.4 0.0 0.0 1721.0 5507.2 0.0 35945.6 0.0 35945.6
Case 1 ME-GI FO FO No
8538.0 58.0 23665.1 180.4 1400.0 14.0 3894.8 51.9 27559.9 232.2 47531.9
Case 2 X-DF LNG LNG No
ME-GI 7585.0 541.0 22590.0 21.2 1458.0 14.6 4056.2 54.0 26646.2 75.2 33116.6
Case 3 LNG LNG No
ME-GI 8293.0 558.0 24591.4 23.2 72.0 0.7 200.2 2.7 24791.6 25.9 27017.9
Case 4 LNG FO Yes

Main
Scenarios Engine AUX PTO INDEX

Fuel type Fuel type

LNG(X-DF) engine calculated assuming 3
g CH4/kWh Case 1 ME-GI FO FO No 1.00 PTO wins!
ME-GI engine calculated assuming 0,35 g
CH4/kWh
Case 2 X-DF LNG LNG No 1.32
Limited methane slip,
AUX engine calculated assuming 6 g/kWh Case 3 ME-GI LNG LNG No 0.92
and a small increase
PTO efficiency 90% Case 4 ME-GI LNG FO Yes 0.75 in efficiency

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Introduction to ME-GI
LNG for propulsion

Methane Slip – Facts about methane slip

 All low-pressure dual-fuel & gas engines have methane slip
 Methane slip is unburned CH4 which is not participating the
combustion in gas engines
 Methane is non-toxic
 Methane as GHG is 20-25 times more harmful than CO2
 No limitations regarding Methane slip exist in marine applications
 Minimizing Methane slip is a major target to improve engine efficiency
vs. emissions

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Introduction to ME-GI
LNG for propulsion: Methane slip – root causes

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Disclaimer

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.

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Public | Academy Copenhagen – Introduction to April 8,
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