MAN Diesel & Turbo. Frederik Carstens Head of Offshore Sales Marine Medium Speed. Frederik Carstens & Karsten Borneman

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1 Frederik Carstens Head of Offshore Sales Marine Medium Speed < 1 >

2 Disclaimer All data provided on the following slides is for information purposes only, explicitly non-binding and subject to changes without further notice. < 2 >

3 How to reduce the pollution from the existing fleet < 3 >

4 Motivation for retrofit Emission regulations. Prepare for reduction of NOx and Sox in the ECA-zones Green image / Ecological footprint. Economy - Fuel bills drive fuel oil saving technologies and Dual Fuel engine technologies for new building and retrofits & upgrades. < 4 >

5 Agenda 1 NOx 2 SCR 3 Dual Fuel 4 Common Rail 5 Reduce vessel speed 6 Upgrade projects 7 Propeller upgrades 8 Kappel propeller 9 Variable frequency on PTO drives < 5 >

6 TIER II Nox upgrading / Conversion package Required upgradings: New piston rings (KV1 material) Compression relation elevated, requiring new top sealing rings. New camshaft sections ( S1 timing) All components are well known/released. Well known service experience. Upgraded stationary powerplants and GenSets have been in service for many years. New nozzles Retarded injection New specification for the turbo charger < 6 >

7 TIER II NOx, Results < 7 >

8 SCR solution Main components SCR reactor Catalyst elements Soot blowing system Urea dosing unit Mixing device Injection lance Control unit Urea pump module Additional components Urea storage tank Piping Insulation Source: Project Guide chapter 5.8 < 8 >

9 4. SCR- System SCR Soot blowing system A.) Soot-Accumulation - possible pore blocking during operation - less NOx-conversion rate B.) periodical soot blowing - cleaning of the Catalyst with compressed Air C.) Clean Catalyst - high NOx-conversion rate - starting again at A.) AIR Soot < 9 >

10 Retrofit to Dual Fuel operation The engine conversion includes following new parts to be installed: Cooling water pipe Gas injection valve and pipe Valve/valve seats Waste gate (air/fuel ratio) Pressure relieve valves Dual fuel/ knocking control Gas supply pipe External Gas Valve Unit < 10 >

11 Common Rail a flexible solution Flexible injection rate and injection timing (load dependent) Potential for multiple injections Optimized NO x - SFOC trade-off over entire load range < 11 >

12 Common Rail injection system Inj. pressure Conventional injection system cam controlled Inj. pressure Customer Requirements & Solution Injection 2000 pressure Pressure generation bar n = high load bar n = low load load dependent camshaft angle 1600 bar load independent flexible set point 500 bar load independent and flexible camshaft angle < 12 >

13 Opacity Engine speed Influence Jet-Assist and Boost injection Load step: 0% - 33% rpm 725 Without Jet Without Boost inj. With Jet Without Boost inj. Without Jet With Boost inj. With Jet With Boost inj. % s < 13 >

14 Common Rail technology Flexibility and energy saving < 14 >

15 SFOC (g/kwh) Common Rail technology Flexibility and energy saving Full-Load-Optimized (Standard) Part-Load-Optimized (Projected) 5 g/kwh % MCR < 15 >

16 Hvordan redusere forurensning fra eksisterende flåte Sales Project Manager Ålesund, 4 November 2014 < 16 >

17 Reduce Propulsion Power and thus emissions by Reducing vessel speed and/or Upgrade your propulsion plant < 17 >

18 Reduce vessel speed Reduces propulsion power = lower emissions The Propeller Law Design speed 28 knots Eng. power ( kw) ~30% P = k x n 3 Design speed 15 knots 10% Vsl speed ( kn) 10% speed reduction = 27 % power reduction 20% speed reduction = 49% power reduction < 18 >

19 Re-optimize propulsion plant < 19 >

20 Fast Wins by Propeller Upgrades Reasons: Environmental requirements Reduction of operational costs Change of vessel operating profile / aging Upgrade of vessel Done by: Increase propulsive efficiency (Propeller / EID s) Increase bollard pull Reduce noise and vibrations Improve load response (upgrade to DP mode) and more Further improvements by combining propeller upgrades with re-matching / upgrading of the main engines < 20 >

21 Efficiency Improving Solutions Regain energy Propeller plane Propeller inflow Rudder design Hull lines Wake imp. devices Rudder bulb Propeller design Engine selection < 21 >

22 Efficiency Improving Solutions Regain energy Propeller plane Propeller inflow Rudder design Hull lines Wake imp. devices Rudder bulb Propeller design Engine selection < 22 >

23 Efficiency Improving Solutions Regain energy Propeller plane Propeller inflow Rudder design Hull lines Wake imp. devices Rudder bulb Propeller design Engine selection < 23 >

24 Propeller Improvement with The Kappel Principle The Kappel principle for ship propellers has been refined over 20 years via extensive R&D Inspired by nature Kappel is today the most efficient propeller design, increasing propulsive efficiency by 2-5%, compared to conventional propellers (by reducing tip losses) Adopted by aviation The Kappel rights was acquired by MDT in 2012 Can be applied on both FPP and CPP Reduces propeller induced pressure impulses. Thus larger propeller diameters can be applied (lower rpm) Now sailing the seven seas < 24 >

25 Efficiency Improving Solutions Table showing effects from combinations of EIS The Kappel design can be combined with other EIS < 25 >

26 Propeller retrofit with Kappel FPP In front: Old propeller Behind: New Kappel propeller < 26 >

27 Kappel Propeller & Mewis duct Engine de-rating, Kappel FPP, Mewis duct = 17,5% improvement < 27 >

28 PEVASA Tuna Seiner 8L32/44CR, Renk GB, MAN Alpha CPP with RB, AT3000 < 28 >

29 PEVASA Tuna Seiner 8L32/44CR, Renk GB, MAN Alpha CPP with RB, AT3000 CPP with Kappel blades Rudder bulb Becker twisted rudder 9,2% improved eff. compared to previous tested sister vessel < 29 >

30 Improve your bollard pull / towing force < 30 >

31 Improvement in BP [%] High Thrust Propeller Nozzles Bollard pull/towing, installation concept Alpha High Thrust (AHT) nozzle 6-8% increased bollard pull 20-25% higher astern thrust (DP) Optimise the installation (nozzle/hull interaction) 30,0 25,0 20,0 15,0 10,0 5,0 0, Power Pd [kw] < 31 >

32 Propeller and nozzle upgrade 23% increase of bollard pull Old design New blades and nozzle BP measurement < 32 >

33 10 x Anchor Handling Tug Supply VS472 series < 33 >

34 Fixed Speed - Shaft Alternator Mode Less propulsion efficiency at part load operation - [without Variable Frequency Drive] Power [kw] 9, % 90% 80% Engine load limit Constant ship speed Fixed speed curve - for shaft alternator Propeller power Propeller power + shaft alternator load 70% 500 Engine Speed [Rpm] < 34 >

35 Variable Speed - Shaft Alternator Mode More propulsion efficiency at part load operation with Variable Frequency Drive Power [kw] 9, % 90% 80% Engine load limit Constant ship speed New combinator speed curve Propeller power Propeller power + shaft alternator load 70% 10-15% power reduction at same ship speed Engine Speed [Rpm] < 35 >

36 Test of PTO arrangement upgrade Variable Frequency Drive (VFD) The purpose of a PTO in combinator mode is to optimize the propeller s combination of RPM and pitch Case study on Maersk AHTS Savings at 10 knots free sailing is 16% Free sailing 10 knots 2 engines engaged Propeller power kw Constant speed 60Hz PTO Combinator 50-60Hz Saving % Thruster power kw SG Power kw Total power kw Fuel oil consumption l/h Savings in DP mode is 32% Dynamic positioning 0 knots 4 engines engaged Pay-back time: 2,2 years Propeller power kw Thruster power kw SG Power kw Total power kw Fuel oil consumption l/h Constant speed 60Hz PTO Combinator 50-60Hz Saving % < 36 >

37 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. < 37 >

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