MAN L28/32DF GenSet. Dual-fuel for a flexible future

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1 Dual-fuel for a flexible future

2 Introducing the 28/32DF GenSet Completing the package In a fast-moving marine market where oil prices are rising and emission legislation is becoming ever more stringent, dual-fuel power technology is becoming increasingly important as the global gas infrastructure continues its expansion. MAN Diesel & Turbo's new L28/32DF generating set offers the ultimate in fuel flexibility and efficiency and forms part of a complete marine solution with the low-speed ME-GI main engine. The L28/32DF engine is based on the proven 28/32H workhorse, recognised worldwide as an ultra-reliable and robust GenSet with long TBOs. The engine is available in two versions: as a new build capable of running from a 10% MDO/90% LNG ratio to 100% MDO, and a retrofit version capable of running from a 70% LNG/30% HFO ratio to 100% HFO. Designed to complement the two-stroke dual-fuel ME-GI engine as part of a complete power package, both engines ability to run on gas 1. Gas control valve, 2. Gas block, 3. Cooling water, 4. Double-walled gas pipe with gas leak detection. offers unprecedented possibilities. 2 3

3 Engine prograe entry H A 1,490 B 1,800 1,126 Q C P Free passage between the engines, width 600 and height 2,000 Q ~Min. distance between centre of engines: 2,655 (without gallery) ~2,850 (with gallery) engine Cylinder No. 1. Gas injection valve, 2. Gas block, 3. Double-walled gas pipe with gas leak detection, 4. Gas pipe/gas connection. MAN Diesel & Turbo s product portfolio includes se- tion. Not only do these satisfy all emission requirements ries of generating sets that ensure reliable and eco- when running on gas, they also offer low operational nomical power generation and distribution. and maintenance costs. Dual-fuel engines also have several advantages over engines that run on gas Modern auxiliary engines run on the same fuel as the alone. Most importantly, should there be any prob- main engines to maximise economy, a scenario that lems with gas operation, or a shortage of fuel, the ship is no less true in the case of pairing the L28/32DF can simply switch to liquid fuel. and ME-GI engines under gas operation. Additionally, overall installation costs can be minimised by using The right dual-fuel engine compact modular fuel treatment systems, available in Every ship has different requirements in terms of its standard sizes. design, shipping route and operations. As such, this demands careful consideration of the LNG systems Dual-fuel: an attractive option available in order to find the most beneficial solution Dual-fuel engines using clean-burning liquefied natu- for your particular needs. ral gas (LNG) represent an excellent, operational op- 4 5, 6, 7, 8, 9 Bore () 280 Stroke () 320 BMEP (bar) 15 Engine speed (r/min) 720 Power (kw) on flywheel 1,000-1,800 Power (kw) on alternator 950-1,710 Generator efficiency (%) 95 Dimensions Cyl. No. r/min A 4,321 4,801 5,281 5,761 6,241 B 2,400 2,510 2,680 2,770 2,690 C 6,721 7,311 7,961 8,531 8,931 H 2,835 t Dry Mass * Based on nominal generator efficiencies of 95% Gas / fuel ratio: at load: 30-90% 90 / 10 at full load 80 / 20 Gas methane number 80 5

4 Emissions Having a gas-burning auxiliary engine on board is a market breakthrough. This new development opens up a number of possibilities for future applications, not just for LNG carriers, but also for many other vessel types. Depending on developments in fuel availability and system as traces of the SOx sulphur oxides are ac- pricing in the future, the situation may well arise where cordingly found in only negligible amounts in the ex- bulk carriers, tankers, ferries and container ships are haust gas. Particulate amounts are also reduced con- powered by dual-fuel gas-powered main and auxiliary siderably, as are NOx and CO2 totals. engines. However, an obvious market for such engines that already exists is aboard LPG carriers where The L28/32DF and ME-GI engines, respectively the LPG cargo itself, featuring gases such as propane fuelled in gas mode by low- and high-pressure sys- and butane, can be exploited. As such, this means tems, therefore possess inherent advantages in terms that the concept applied to ME-GI engines aboard of reducing emissions in these environmentally con- LNG carriers can, similarly, be employed aboard LPG scious times, and offer full fuel flexibility and high ef- carriers. Powering engines by gas with its little to no ficiency regardless of fluctuations in the fuel market. sulphur content instead of HFO leads to a cleaner MAN B&W Diesel 6 7

5 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. Copyright MAN Diesel & Turbo ppr Nov 2013 Printed in Denmark MAN Diesel & Turbo Sales, Promotion & Customer Support Teglholmsgade Copenhagen SV, Denmark Phone Fax MAN Diesel & Turbo Holeby GenSet Østervej Holeby, Denmark Phone Fax info-hol@mandieselturbo.com MAN Diesel & Turbo a member of the MAN Group