MAN Energy Solutions has signed a Memorandum of Understanding (MoU) with Mitsui E&S Machinery Co., Ltd. (MES-M) and Mitsui O.S.K. Lines (MOL) regarding the low-speed, ammonia-fueled main engine that MAN Energy Solutions is currently developing. The MoU provides for keeping MOL and MES-M updated on MAN Energy Solutions’ progress in this regard, with the ultimate intention of creating the basis for a more detailed LoI (Letter of Intent) leading to an actual purchasing contract for an ammonia-burning engine during 2023. Signatories of the memorandum The signatories of the memorandum were: Yoshihiko Sugimoto, General Manager Technical Division, Technology Innovation Unit, Mitsui O.S.K. Lines Ltd.; Yusuke Sakimoto, Executive Officer, General Manager of Diesel Engine Division, Mitsui E&S Machinery Co., Ltd.; and for MAN Energy Solutions: Bjarne Foldager, Senior Vice President and Head of Two-Stroke; and Brian Østergaard Sørensen, Vice President, Head of Research and Development, Two-Stroke. Authority comment Sørensen said, “This memorandum underlines our mutual commitment to reducing the environmental footprint of shipping and emphasises our ambition to ensure a path towards net-zero emission, oceangoing vessels. At the same time, it shows one of the ways forward to decarbonisation for the maritime transport industry as a whole.”
MAN Energy Solutions has announced that its portfolio of two-stroke, dual-fuel engines have accumulated more than two million operating hours in total, running on LNG, methanol, ethane and LPG. The news comes on the back of the 470 engines the company has received orders for – with over 185 already in service – and all running on the aforementioned alternative fuels. Bjarne Foldager, Senior Vice President and Head of Low-Speed, MAN Energy Solutions, said, “This significant milestone owes everything to us providing the solutions demanded by the market and stands as a testament to our leadership in this vital, marine segment. Our strategy offers a clear path to decarbonisation and it is evident that the increasing adoption of dual-fuel technology has become an irreversible trend.” Dual-fuel journey MAN Energy Solutions’ dual-fuel journey began in 2011 with a full-scale test of a ME-GI (-Gas Injection) engine at its Research Centre Copenhagen, followed by the first delivery in 2014. The first engine tests of the ME-LGI (-Liquid Gas Injection) platform began in 2015, followed by the first sea trial for the ME-LGIM (methanol) engine in 2016. Development of an ethane (ME-LGIE) unit followed in 2016 with sea trials already in 2017. Currently, 12 ME-LGIP (propane) vessels are in service, while a MAN-B&W ammonia-fueled engine is due to enter the market by 2024. Reliable and mature technology The seamless switching between fuels ensures that the engines can easily adapt to fuels Peter Quaade, Head of Dual Fuel Engine Group – Two-Stroke Operations – MAN Energy Solutions, said, “New technologies bring design and service-related challenges, which – in the case of our dual-fuel portfolio – we have carefully identified and resolved throughout the last decade." "As a result, this is reliable, mature technology that has achieved exceptionally high running times of more than 95% on alternative fuels, pointing to the high reliability of dual-fuel operation. Furthermore, their seamless switching between fuels, elimination of fuel-slip, and use of the Diesel combustion principle ensure that these engines can easily adapt to run on whatever fuels the industry may prefer in the future.” Irreversible trend In respect to decarbonisation, MAN Energy Solutions notes recent reports of European politicians intending to recruit banks to help combat climate change by steering capital away from polluters. Under this scenario, banks would have to inform the ECB (European Central Bank) how their portfolios might evolve in the long-term with the ECB already has made clear that it will gradually start to treat climate as it would any other risk. Similarly, the Global Maritime Forum is currently drafting an equivalent of its Poseidon Principles scheme for marine insurers based on a system measuring alignment with IMO decarbonisation targets. This would focus on the safe and sustainable use of new marine fuels and feature a lifecycle assessment approach to greenhouse gas emissions.
Hyundai’s Ship-Building Division, HHI-SBD, has ordered 8 × MAN B&W 8G95ME-LGIM (Liquid Gas Injection Methanol) engines, in connection with the building of 8 × 16,000-teu container ships for A.P. Moller – Maersk, the global integrator of container logistics. Hyundai Engine & Machinery Division, HHI-EMD, will build the engines. The order contains an option for a further four engines, with the first of the confirmed vessels due to enter service in Q1, 2024. Methanol dual-fuel engines Bjarne Foldager, Senior Vice President and Head of Two-Stroke Business, MAN Energy Solutions, said “This is a massive milestone, as these engines will be the largest methanol-burning engines ever constructed. They will be based on their well-proven 50-bore counterpart, which has already been in our engine portfolio for some time, gathering more than 100,000 running hours on methanol alone.” Bjarne Foldager adds, “The 95-bore’s development is another example of our commitment towards decarbonisation and providing solutions demanded by the market.” MAN Energy Solutions MAN Energy Solutions states that the new engines will be capable of burning bio-methanol MAN Energy Solutions states that the new engines will be capable of burning bio-methanol, as well as e-methanol. The new order closely follows that from July 2021, when MAN Energy Solutions won the order to supply the world’s first, low-speed, dual-fuel engine to run on methanol, within the container segment – a MAN B&W 6G50ME-LGIM type built by HHI-EMD – to a 2,100-teu vessel also ordered at Hyundai Mipo Dockyard, by A.P. Møller – Maersk. Thomas S. Hansen, Head of Promotion and Customer Support, MAN Energy Solutions, said “As a fuel, methanol is quickly becoming an option within the large container-vessel segment where, up until now, conventional fuel and LNG have long reigned.” Switching to methanol as fuel in other ship segments Thomas Hansen adds, “We expect that this significant order will spur further market interest in methanol as a fuel, also within other ship segments, such as bulkers. Our other ME-LGIM references show methanol to be a clean, efficient and safe, marine fuel that offers a clear path to decarbonisation, through significant greenhouse-gas reductions, when produced from renewable energy sources.” Brian Østergaard Sørensen, Vice President, Head of Research & Development, Two-Stroke at MAN Energy Solutions, said “We have developed the G95 LGIM technology at our R&D test centre, in Copenhagen, based on the extensive knowledge and experience within dual-fuel technology that we have built up, over the past decade.” MAN Energy Solutions’ dual-fuel engine portfolio Brian Østergaard Sørensen adds, “In general, as we move towards a zero-carbon future, MAN Energy Solutions’ dual-fuel engine portfolio is well positioned, to handle whatever challenges the market brings.” MAN Energy Solutions states that its low-speed, dual-fuel references now exceed 466 units, with its ME-GI type recording over 1.8 million operating hours on LNG alone, while the ME-LGI platform has accumulated more than 110,000 dual-fuel running hours. MAN B&W ME-LGIM engine MAN Energy Solutions developed the ME-LGIM dual-fuel engine for operation on methanol MAN Energy Solutions developed the ME-LGIM dual-fuel engine for operation on methanol, as well as conventional fuel. The engine is based on the company’s proven ME-series, with its approximately 5,000 engines in service, and works according to the diesel principle. When operating on methanol, the ME-LGIM significantly reduces CO2, greenhouse gas, particles, NOx and SOx emissions. Additionally, any operational switch between methanol and other fuels is seamless. Tests on the engine, when running on methanol, have recorded the same or slightly better efficiency, when compared to conventional, HFO-burning engines. High fuel efficiency MAN Energy Solutions developed the ME-LGI engine, in response to interest from the shipping world, in operating on alternatives to heavy fuel oil. Methanol carriers have already operated at sea for many years, using the engine and as such, the ME-LGIM has a proven track record, offering great reliability, in combination with high fuel efficiency.
MAN Energy Solutions has announced that its MAN B&W ME-GA engine – the latest addition to its dual-fuel portfolio – has landed 40 orders since its market unveiling in March 2021. The company attributes the order surge to the market’s demand for the latest generation of Otto-cycle, two-stroke engines and the low levels of methane slip it can unlock. Authority Comments Bjarne Foldager, Senior Vice President and Head of Two-Stroke Business, MAN Energy Solutions, said: “We had high expectations for the ME-GA upon its launch as we recognised a strong desire – primarily from the LNG carrier market – for an alternative to our successful ME-GI engine. Judging alone by the fact that ME-GA has won references from all three major shipyards in Korea, these expectations have been met and even exceeded.” Thomas S. Hansen, Head of Promotion and Customer Support, MAN Energy Solutions, said: “As industry leaders committed to lowering emissions, the ME-GA comes with our high-pressure EGR as standard, a technology we have refined over the past decade. The increased focus on methane-slip reduction – as well as other operational/technical benefits – has established EGR technologies as the new standard for contemporary LNG-carrier design featuring Otto-cycle engines.” Operation and testing EGR enables the significant reduction of methane slip while improving fuel efficiency in both gas and fuel-oil operation As its pre-mixed combustion results in low NOx emissions, the ME-GA engine is inherently Tier II and Tier III compliant in gas-operation mode. EGR enables the significant reduction of methane slip, while simultaneously improving fuel efficiency in both gas and fuel-oil operation. Ultimately, EGR actively reduces emissions and improves efficiency in both Tier II and Tier III. Foldager added: “The ME-GA engine is just MAN Energy Solutions’ latest initiative to decarbonise shipping and further the maritime energy transition to sustainable fuels. Our dual-fuel engines continue to act as standard-bearers for environmentally friendly, reliable propulsion technology with their seamless switching between fuels. Ultimately, we expect the ME-GA to become standard among LNG carriers.” MAN Energy Solutions aims to start testing the first, commercial ME-GA design by the end of this year, with the first engine delivery scheduled for early 2022. About ME-GA The MAN B&W ME-GA engine delivers a low CAPEX solution aimed at certain vessel types and applications, such as LNG carriers, that are able to use ‘boil-off’ gas as a source of fuel. It could also be of appeal to smaller vessels where low capital outlay is a priority. Based on the well-proven MAN B&W dual-fuel design with minimal installation requirements, the MAN B&W ME-GA uses an efficient ignition concept and unique gas-admission system that delivers safe and reliable operation. The ME-GA furthermore features minimal operational costs, simple supply and purging concepts, and low maintenance costs for its fuel-gas supply system. With Tier III compliance in gas mode, the engine meets all current and upcoming NOx emission regulations with the addition of EGR. The ME-GA joins the well-established ME-GI Diesel-cycle engine in MAN Energy Solutions’ two-stroke-engine portfolio, which now offers both low- and high-pressure, dual-fuel solutions for operation on LNG. About EGR In November 2020, MAN Energy Solutions announced that it would offer its proprietary EGR (Exhaust Gas Recirculation) system as an emissions solution for the ME-GA. EGR is a NOx-emissions-reduction technique that ensures IMO Tier III-compliance in diesel mode for the ME-GA. ME-GA engine comes with EGR as a standard owing to its performance and environmental benefits The company reports that EGR will enable the ME-GA to reduce specific gas consumption by ~3%, and specific fuel-oil consumption by 5%. It will also significantly reduce methane slip by 30 to 50%, and improve the stability of the Otto-cycle combustion process. EGR will enable the ME-GA to meet Tier III requirements in both fuel oil and gas modes without additional after treatment. The ME-GA EGR solution is an engine-integrated design that interacts with the exhaust gas before the turbocharger, and can be integrated into existing engine-room designs since the EGR unit itself does not change the engine footprint. Its design similarity to that of ME-C engines’ EGR systems will lower its price point since the supply chain and components are already matured. The volume requirements of the ME-GA EGR system are also significantly lower with, for example, less pipework required than for low-pressure EGR solutions. Due to its performance and environmental benefits, each ME-GA engine comes with EGR as a standard.