Market Conditions, Achievements & Challenges, General Technical Update

Transcription

1 MAN Diesel & Turbo Technical Seminar, Nov 2015 Market Conditions, Achievements & Challenges, General Technical Update Presented by Ole Grøne Senior Vice President MAN Diesel & Turbo Copenhagen, Denmark < 1 >

2 Design and Production Sites Copenhagen, Denmark Design of Two- Stroke Engines R&D Center PrimeServ Academy Production of Spare Parts Diesel House Employees ( ) : 1,292 < 2 >

3 World s First and Largest MAN B&W 11G95ME-C9.5 passes shop test most powerful MDT engine to date at Doosan MAN B&W S90ME-C engines 120 in service 10.2 GW MAN B&W S90ME-C10.2 / engines 12 in service 6.5 GW MAN B&W G95ME-C10.2, engines 2 in service 4.3 GW The worlds first FP Kappel propeller order Sea Trial, China, Lemissoler Navigation, Cyprus, Aug Main engine: MAN B&W 5S60ME-C8.2, Output (SMCR): 8,050 kw at 89 r/min Propeller: MAN Alpha Kappel, Blades/diameter: 4/6,8 m The worlds largest car carrier Delivered at Xiamen Shipbuilding, China, Jul Engine type: MAN B&W 6S60ME-C8.2, Capacity: 8500 CEU, Fuel type: HFO, MGO < 3 >

4 ME-GI LGI Milestones World's First LNG Powered Containership in Service, 8L70ME-GI Success with ME-GI LNG Carriers M/V Creole Spirit, 2 x 5G70ME-GI in DSME < 4 >

5 Succesfully Commissioned ME-GI Projects Q-Max m 3 LNG Length: 345 m Breadth: 54 m Depth: 27 m The Nakilat ME-GI Project Succesfully Comissioned Conversion of 2 x 7S70ME-C to ME-GI engine x 2 The Team Celebrates Gas Fuel Trials on Q-Max Ship MV Rasheeda, 2 x 7S70ME-GI < 5 >

6 Methanol and Ethane Firsts June 17, 2015 The worlds first ME-LGI methanol engine First methanol-driven vessels with LGI for MOL, Westfal-Larsen & Marinvest: No. of ships: 7 Builder: Mitsui & Hyundai Yard: MNS, Japan & HMD, Korea Ship type: Methanol carrier Capacity: 50,000 dwt 6G50ME-LGI & 7S50ME-LGI Delivery: 2015 First ethane-driven vessels ordered with ME-GI engine for Hartmann: 3 x 36K cbm. LEG Carrier 7G50ME-C9-GI-Ethane Ethane, HFO, MGO fuel Alpha CPP, Kappel design Delivery: 2015/16 5 larger vsls now under negotiation, 6G60ME-GI-E < 6 >

7 Marine Engine Programme 2015 Engine programme 2014 Dot 2/3/5 21 engines Layout area widened Some models discontinued Derating methods updated GI versions included Tier II and Tier III SFOC s included All engines updated to latest design Engine programme 2015 All engines Dot 5 19 engines MAN Diesel & Turbo Ole MCJ-LE Grøne Technical Seminar November 2015 < 7 >

8 Global Economy Market development ships World fleet capacity increase by 5% in 2015 (same level as growth in OECD world trade) Hidden capacity in the shipping market (due to slow steaming) Increasing overcapacity at the worlds yards (also caused by lack of demand for OFF-Shore structures) Source: IHS- Fairplay < 8 >

9 Global Economy Market development potential consequences Older ships may become competitive again (due to low fuel prices) Low fuel prices may lead to speed increases Hoping for increasing in freight rates may be optimistic (due to reactivating of hidden capacity) Source: IHS- Fairplay < 9 >

10 Prediction GW on Order End Month Licensee Country Month South Korea Japan China Europe Total 2014 October 19,1 4,6 10,0 0,1 33,8 November 18,6 4,9 10,1 0,1 33,8 December 18,8 4,7 10,2 0,1 33, January 19,0 4,4 9,9 0,1 33,4 February 18,9 4,5 10,1 0,1 33,7 March 17,5 4,4 10,2 0,1 32,2 April 17,3 4,8 10,0 0,1 32,2 Maj 17,0 4,8 10,0 0,1 32,0 Juni 17,0 4,5 9,8 0,1 31,4 July 17,5 5,8 9,9 0,1 33,4 August 17,6 5,6 9,8 0,1 33,2 September 17,8 5,5 9,6 0,1 33,1 October 18,1 5,4 9,5 0,1 33,2 Source: IHS- Fairplay & Dept. EELB < 10 >

11 G Engines Now Dominate the Order Intake More Than 10 % Are GI Types No. of Engines Type Mk. 65 G 95 ME-C G 80 ME-C 9.2, G 70 ME-C 9.2, G 60 ME-C 9.2, G 50 ME-B 9.3, G 45 ME-C * G 70 ME-C-GI 9.2, G 50 ME-B- LGI G 60 ME-C- GIE G 50 ME-C- GIE 9.5 Total: 1330 engines * Incl. options Total: 27.4 GW < 11 >

12 G Engine Reference List Japan is now updating ship designs G engine Orders & deliveries China MW G engine market share of MW by engine builder country Croatia 41 MW Japan 787 MW Korea MW Unknown MW G engine share of total MDT engines On order Engine type China Japan Korea G engine 46,9% 15,1% 68,4% Other E. types 53,1% 84,9% 31,6% < 12 >

13 Challenging Problems Solved Acceleration issue Solved with wider LRM and Dynamic Limiter Function (DLF) Cold corrosion Solved with changed design and / or cooling of upper part of liner and better BN control with 100 BN cylinder oil < 13 >

14 Which Fuel, Oil or Gas? Now more that 10 % of our order backlog are GI types We have Methane, Ethane and Methanol engines. Why consider other fuel than HFO? Price or to control CO 2, SO X and NO X? Which is most important? Can or should new technologies be retrofittable? Will other fuels be available? < 14 >

15 We Are Successful with Dual Fuel Engines No. of engines Type Mk. 5 S 90 ME-C-GI G 70 ME-C-GI 9.5, L 70 ME-C-GI S 70 ME-C-GI 8.2, 7 10 S 50 ME-B-GI / ME-C-GI 9.5, 8.5, G 50 ME-B-LGI S 50 ME-B-LGI G 60 ME-C-GIE G 50 ME-C-GIE 9.5 Total dual fuel engines including options: Total power main engine: 153 engines 2.9 GW < 15 >

16 Two-Stroke: LNG Tanker Market ME-C and ME-GI engines Number of LNG tankers 120% S/T 2 Stroke DFDE X-Df ME-GI 100% 92% 80% 60% 40% 20% 0% 19% 7% 9% 0% In 2014/15 MDT won significant market shares in LNG tanker market with the ME-GI Engines < 16 >

17 Reduced CAPEX and OPEX LNG Carrier Propulsion The DFDE period covered years. Then MEGI became the most popular design. XDF is now also considered for future orders. CAPEX and OPEX are key points. CAPEX is higher for ME-GI with auxiliaries. OPEX is lower for ME-GI due to lower Gas consumption ME-GI auxiliaries, like FGSS, BOG handling and TIII solutions are therefore now being scrutinized. More makers are entering the schene < 17 >

18 Mitsui Compressors for LNG Carriers < 18 >

19 GI Diesel Technology vs. DF Otto Technology An ME-GI and an X-DF engine of same size cost approx. the same. The LNG tanks for non-lng carriers are also approx. the same The FGSS in front of the engine cost more for ME-GI than for X-DF X-DF can possibly get away w/o TIII eq., needed for ME-GI Efficiency of ME-GI is better, but with the present cost of energy, pay back for ME-GI is longer LGI for Methanol or LPG can be an answer for smaller vessels < 19 >

20 From Oil to Gas, MDT Two-Stroke Dual Fuel Diesel Engines Gas Fuels Gas: Methane and Ethane Liquid: Methanol and LPG Engine Technologies ME-GI, Gas Injection ME-LGI, Liquid Gas Inj. < 20 >

21 The ME Engine Dual Fuel Diesel Options ME-LGI Fuel Booster Principle For LPG and Methanol ME-GI Common Rail Supply For Methane and Ethane < 21 >

22 Simple ME-LGI Methanol Installation Vent Air supply 7 bar Valve train Methanol System Simple Methanol service tank Purging nitrogen Cooling oil system Purge return system Supply P and T As per Spec. Standard piping Double-walled piping, ventilated Double-walled piping Fuel cargo tank (optional) < 22 >

23 Availability of Methanol Acc. to Methanex Capacity Growth in China and USA < 23 >

24 Benefits of Methanol as a Marine Fuel Economical Competitive fuel cost Modest incremental vessel cost Can use existing infrastructure Minor modifications, fuel system. Flex-fuel option. Can continue to use MGO & HFO. Environmental benefits. Lower SO x, Particulates & NO x. Enables ships to use renewable methanol, lower CO 2 potential. Methanol bunkering facilities being established < 24 >

25 7S50ME-B9.3-LGI Shoptest results Combustion performance: Cylinder pressure Heat release Emission Efficiency Emission measurements NO x on methanol about 30% reduced compared to diesel Methanol with water might reduce NO x significantly more CO and HC level similar as with diesel Methanol is an alternative SECA fuel < 25 >

26 Marine and Stationary LPG Projects Much LPG will float the market. Many VLPG carriers are being built. Several owners, like Exmar, Synergy Marine, Teekay, SK Shipping, Statoil, Stealth, Dorian, BWgas and others are interested to use LPG as fuel. Also for Stationary Power Generation Engines, LPG is being considered The market call for ME-LGI for LPG < 26 >

27 New Components from LGI to all Engines Fuel Booster Injection Valve (FBIV) Slide valve technology Fuel plunger Hydraulic piston Connection to control oil Suction valve < 27 >

28 Top Controlled Exhaust Valve (TCEV) Fuel Booster Injection Valve (FBIV) HCU-concept TCEV & FBIV TCEV & FBIV will allow a reduction of SFOC due to better hydraulic efficiency. < 28 >

29 Performance for Lower SFOC & NOx Control Tier II NOx controlled Diesel Engines use Two Stroke Miller Timing for lowering SFOC for EEDI. Increased scavenging air pressure. Late closing of exhaust valve. Adjustments of compression volume. Less Oxygen for combustion to control NOx. Fuel Injection Rate Shaping. Increased maximum combustion pressure. To meet Tier III NOx level Diesel Engines need additional equipment. < 29 >

30 NO x Reduction Technologies Available Methods Possible NO x Reduction 0% 50% 100% After Treatment SCR, HP or LP EGR, HP or LP Primary method Emulsion fuel Water injection Engine tuning Tier III SCR: Selective Catalytic Reduction System; EGR: Exhaust Gas Recirculation System Combination of Methods also being pursued < 30 >

31 World First LP SCR for Tier III by Doosan Slow market entry may open a retrofit market < 31 >

32 Limit Capacity of Tier III NO x Control Equipment Proposal for dual-no x certificate for containerships Outside NO x ECA Tier II Available power NO x ECA Tier III Available power EIAPP certificate 60 MW 60 MW, Same as for Tier II 60 MW Tier II 60 MW Tier III Test cycle loads (% SMCR) Tier II MW 30 MW 40 MW 60 MW Tier III MW 30 MW 40 MW 60 MW 60 MW 60 MW Tier II 30 MW, Reduced in Tier III MCR reduced: 30 MW Tier III Test cycle loads (% SMCR) Tier II MW 30 MW 40 MW 60 MW Tier III MW 15 MW 22.5 MW 30 MW EEDI requirement restrictions Minimum power requirements Equivalence/NO X rule amendment? 50% power reduction equals ~ 20% ship speed reduction Could be relevant and acceptable for large container ships? < 32 >

33 Liquid Marine Fuel will Not Go Away MBDOE Sector Demand MBDOE Marine Demand by Fuel Marine Aviation Marine LNG Distillate Heavy Duty Fuel Oil Light Duty Other Courtesy ExxonMobil < 33 >

34 Future Marine Fuels In the future, marine fuels will not just be distillates & heavy fuel. Low sulphur HFOs will come. < 34 >

35 New Fuel Types < 0.1% Sulphur A range of new low sulphur fuels has been launched. These new types are not just distillates, but new blends with: Higher viscosity than distillates. Might contain cat-fines (Al- & Si-oxides). Some have high pour point. Compatibility to other fuels? < 35 >

36 Lubrication Aspects Dual Fuel Engines Automated Cylinder Oil Switch (ACOS) or Mixing (ACOM) High BN Low BN < 36 >

37 On Top of the World With MAN MAN B&W B&W engines engines With Thank you you for for your your attention attention Thank All data provided in this document is non-binding. All data provided in this document is non-binding. This data serves informational purposes only and is This data serves informational purposes only and is especially not guaranteed in any way. Depending on the especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subsequent specific individual projects, the relevant subject data may be subject to changes and will be assessed andto changes and will be assessed and determined individually determined individually for each project. This will depend for each project. This will depend on the particular characteristics of on the particular characteristics of each individual project, each individual project, especially specific site and operational especially specific site and operational conditions. conditions. MAN Diesel & Turbo Ole Grøne Technical Seminar November 2015 < 37 >