Introduction of ME-GI

& Service Experience

Donghwan Kim
Sales Promotion Manager
MAN Diesel & Turbo Korea

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 1 >
Engine Type Definition
Engine Programme

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 2 >
Dual Fuel Engine Design
ME-GI /ME-LGI_Add-on Technologies

MAN Diesel & Turbo RSL Introduction of ME-GI

3338928.2013.12.12  05/12/2017 < 3 >
Dual fuel engine reference list
Orders including options
No. of engines Type Mk. Gensets
5 S 90 ME-C-GI 10.5
10 G 90 ME-C-Gl 9.5, 10.5
4 S 70 ME-C-GI 8.2, 7 6 x 9L28/32 DF
132 G 70 ME-C-GI 9.5, 9.2 8 x 7L35/44 DF
5 L 70 ME-C-GI 8.2 15 x 9L28/32 DF
2 S 60 ME-C-GI 10.5
6 S 50 ME-C-GI 8.2
8 x 7L28/32 DF
5 G 50 ME-C-GI 9.5
4 x 5L28/32 DF
4 X 5L23/30 DF
4 G 45 ME-C-GI 9.5
8 x 8L23/30 DF
7 G 50 ME-B-LGIM 9.3
3 S 50 ME-B-LGIM 9.3
5 G 60 ME-C-GIE 9.5
3 G 50 ME-C-GIE 9.5
Total dual fuel engines including options 191 engines

Total power main engine 3.69 GW

Total dual fuel 2-Stroke in service 35 engines

MAN Diesel & Turbo 05/10/2017 Introduction
RASA/SELP
of ME-GI  05/12/2017 < 4 >
Reference
In service

World's First LNG Powered Containerships for 174K ME-GI LNG Carrier for
TOTE, 8L70ME-GI + 2 x 4 x 8L28/32df (2 vessels) Knutsen, 2 x 5G70ME-GI (2 vessels)

Worlds First ME-GI LNG Carrier for 174K ME-GI LNG Carrier for
Teekay, 2 x 5G70ME-GI (3 of 11 vessels ) KLC, 2 x 5G70ME-GI (2 vessels)

Worlds First Methanol Powered Tanker for 174K ME-GI LNG Carrier for
Waterfront Shipping, 6G50ME-LGI (7 vessels) Hyundai LNG, 2 x 5G70ME-GI (2 vessels)

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 5 >
A Dual fuel hat trick
3 x World’s first duel fuel driven ships equipped ME-GI/LGI

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 6 >
ME-GI Service Experience
Number of Running Hours – September 2017

Total running Dual fuel

hours running hours
ME-GI
LNG 1A Port 8,673 5,726
LNG 1B SB 8,672 5,652
LNG 2A Port 6,750 4,534
LNG 2B SB 6,744 4,562
LNG 3A Port 3,969 2,180
LNG 3B SB 4,002 2,715
LNG 4A Port 6,341 4,576
LNG 4B SB 6,085 4,238
LNG 5A Port 5,053 2,162
LNG 5B SB 5,067 2,691
Cont Ship 1 8,036 2,482
Cont Ship 2 9,901 4,871
Car Carrier 1 5,986 443
Car Carrier 2 3,698 324
LNG 6A Port 3,117 2,004
LNG 6B SB 3,100 2,022
LNG 7A Port
LNG 7B SB
LNG 8A Port 1,480 638
LNG 8B SB 1,480 626
LNG 9A Port 2,764 1,739
LNG 9B SB 2,763 1,715
Total 103,681 55,900
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ME-GI Service Experience
Number of Running Hours – September 2017

26 ME-GI engines in service today

Total accumulated running hours on gas: 55900H

Engines on LNG carriers is running between 65-

70% of the service time on gas

2 ME-GIE engines in service today

Total accumulated running hours on gas: 3000H

7 ME-LGIM engines in service today

Total accumulated running hours on gas: 12000H

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 8 >
Otto Cycle

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 9 >
 ME-GI Development
ME-GI concept: Combustion Principles

Diesel process:

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 10 >
Mr. Diesel vs Mr. Otto
- Why do we need the high injection pressure?

Mr Diesel’s process Mr Otto’s process

 High Pressure Injection
(Gas ignited when injected)
 High Efficiency at Gas/Diesel Mode  Low Efficiency at Diesel mode
 No pre-ignition / no knocking
 Unchanged Power Density
 Insensitive to gas mixture
 Load response unchanged
 Negligible methane slip
 ME-GI easy to retrofit
 NOx reduction to Tier III level
by EGR or SCR
 Low/Medium Pressure Injection
(Gas in cylinder during compression)
 Pre-ignition / knocking risk
 Power reduction (>15%) = more cylinders
 Gas mixture important
 Load ramp needed
 Methane slip significant - up to 4%+
 Retrofit?
 Compliance with the Tier III only gas
mode

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 The diesel cycle
Fully stable combustion under all weather condition.

Heavy weather condition: Higher ambient temperature :

 Full operational in gas mode.  Full operational in gas mode.

 No risk of knocking or misfiring  No risk of knocking or misfiring
 High efficiency without methane slip is maintained  High efficiency without methane slip is maintained

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ME-GI and ME-LGI Gas Technologies
The ME-GI Engine is a Diesel-Cycle Combustion Engine

Injection and combustion

stability on 4T50ME-X:
 500 consecutive cycles
analysed

 ME-GI marginally better cycle-

to-cycle stability

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ME-GI and ME-LGI Gas Technologies
As Stable Running as the Diesel Engine

Heat release controlled by:

 Fuel injection rate

 Air entrainment

Our first expectation:

 Performance, efficiency, emission (NOx, CO,
HC) are behaving like in a (liquid) Diesel
engine:
 Turbocharging
 Miller/Atkinson timing
 Etc.

 Some emissions are lower due to fuel

composition

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ME-GI and ME-LGI Gas Technologies
Engine Control System & Safety

General design decisions and concepts:

 Gas safe engine room
 The gas application is an add-on to the ME
engine
 The gas application must not jeopardise the
engine running on MDO/HFO
 The ME ECS takes responsibility of gas
safety in engine room
 Control and safety functionalities are
separated on different HW units
 Continuous monitoring of combustion
process

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ME-GI and ME-LGI Gas Technologies
Change-over from Diesel to Gas

Change-over from diesel to gas

 Perfect change over in rough weather condition
 Manoeuvring in rough weather condition

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 16 >
Mr. Diesel vs Mr. Otto
- Why do we need the high injection pressure?
Mr Diesel’s process
 High Pressure Injection
(Gas ignited when injected)
 High Efficiency at Gas/Diesel Mode
 No pre-ignition / no knocking
 Unchanged Power Density
 Insensitive to gas mixture
 Load response unchanged
 Negligible methane slip
 ME-GI easy to retrofit
 NOx reduction to Tier III level
by EGR or SCR
MAN Diesel & Turbo
Mr Otto’s process
 Low/Medium Pressure Injection
(Gas in cylinder during compression)
 Low Efficiency at Diesel mode
 Pre-ignition / knocking risk
 Power reduction (>15%) = more cylinders
 Gas mixture important
 Load ramp needed
 Methane slip significant - up to 4%+
 Retrofit?
 Compliance with the Tier III only gas
mode
Introduction of ME-GI 
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Engine Layout

All available as Dual Fuel Diesel Engines without power de-rating

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 18 >
Dual Fuel Engine Design
ME-GI /ME-LGI_Add-on Technologies

MAN Diesel & Turbo RSL Introduction of ME-GI

3338928.2013.12.12  05/12/2017 < 19 >
Mr. Diesel vs Mr. Otto
- Why do we need the high injection pressure?
Mr Diesel’s process
 High Pressure Injection
(Gas ignited when injected)
 High Efficiency at Gas/Diesel Mode
 No pre-ignition / no knocking
 Unchanged Power Density
 Insensitive to gas mixture
 Load response unchanged
 Negligible methane slip
 ME-GI easy to retrofit
 NOx reduction to Tier III level
by EGR or SCR
MAN Diesel & Turbo
Mr Otto’s process
 Low/Medium Pressure Injection
(Gas in cylinder during compression)
 Low Efficiency at Diesel mode
 Pre-ignition / knocking risk
 Power reduction (>15%) = more cylinders
 Gas mixture important
 Load ramp needed
 Methane slip significant - up to 4%+
 Retrofit?
 Compliance with the Tier III only gas
mode
Introduction of ME-GI 
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 Methane Slip

"Methane is a very potent greenhouse gas: over a 100 year period, the effect of
methane on global warming is 34 times higher than the same amount of CO2. As a
result, most studies conclude that with current technology, LNG as a fuel is not better,
and in most cases worse than fuel oil with respect to global warming," says Jan De Nul.
MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 21 >
 Methane Slip

Emissions of unburnt methane (known as the

‘methane slip’) were around 7g per kg LNG at
higher engine loads, rising to 23–36g at lower
loads.
….

These escaped emissions are significant, as

methane has a global warming potential which
is 28 times higher than that for CO2 over a 100
year perspective, and 84 times higher over 20
years.
….

In order to retain the climate benefits of LNG, it

is important to address methane emissions….

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 22 >
 Global Warming Potential, 20 years

GWP (Global Warning Potential in CO2 equivalents),

values from the latest two IPCC reports and for the
two most commonly used timeframes:
GWP 20 years GWP 100 years
2007 IPPC 72 25
2013 IPPC 86 34
IPCC: Intergovernmental Panel on Climate Change
Otto Cycle

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 23 >
Global Warming Potential, 20 years

GHG emission 5G70ME-C9.5-GI

800

700

600
GHG emission

500

400

300

200

100

0
25% 50% 75% 100%

CO2 emission in Fuel oil mode CO2 emission in Gas mode GHG emission in gas mode

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ME-GI - Service Experience
Operation Hours on Dual Fuel – In Service

M/V Creole Spirit

Worlds First ME-GI LNG Carrier
2 x 5G70ME-GI
Engine builder: HHI-EMD
Yard: DSME
Owner: Teekay LNG Partners
Ship type: LNG tanker
Capacity/cargo: 173,400 cbm
Class: ABS

Milestones
2012, December: Order signed
2015, January: FAT accepted
2015, October: Sea trial on diesel oil
2015, December: Official gas sea trial
2016, February: Vessel delivery
2016, March: Vessel in service
2017, August: Total running hours 2 x 8700
Hereof running hours LNG: > 2 x 5700

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 25 >
ME-GI Service Experience
Design Updates

Service experience 개선품 적용 완, 검증 중

 Gas injection valve - atomiser

Initial atomizer condition

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 26 >
 Gas Injection Valve – Atomisers:
Development Plan - Success Criteria

Success criteria Long Short Extra short

 Fatigue crack formation will not occur after 3000 hours gas ope
ration.

 Target is to improve replacement interval to 8000 hours irrespe

ctive engine operation pattern.

 Continuous monitoring of gas atomizer performance in service

will be necessary until the 8000 hours mark has been achieved
.

 Inspection intervals will be adjusted according to the inspection

results. Atomizer type: Long, tool steel – 3600h

Continuous development
 Improvement of design and materials will continue on new ship
s in service and on new applications.

 New gas atomizer design “straight flush” validated

on prototype engines G45-GI, G50-GI, G60-GIE Q1 2017

 New compound type gas atomizer in service Q2 2017

 Test of corrosion resistant material in service Q3 2017 Atomizer type: Extra Short, tool steel - 3600h

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 27 >
ME-GI and ME-LGI Gas Technologies
Design Updates

Service experience 개선품 적용 완

 Gas injection valve - atomiser
 Gas channel sensor

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 28 >
 GIE Service Experience

 Seals for Window Valve 개선품 적용 완

 New types on test; Betech and Dana Seals

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 29 >
ME-GI and ME-LGI Gas Technologies
Design Updates

Service experience 개선품 적용 완

 Gas injection valve - atomiser
 Gas channel sensor
 Seal on window valve
 Non-return valve in gas block

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 30 >
ME-GI Service Experience
Breakage of High Pressure Pipe

개선품 적용 중

The design has been changed to a combination of hose and pipe

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 31 >
ME-GI Service Experience
Pipe Clamps

개선품 적용 중
Clamps for the pipes between the gasblock and GIV’s will be replaced
on all GI engines in shipyards and service
New clamps ordered for all engines and will be replaced by MDT.

New
clamps
Old
clamps

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 32 >
ME-GI Service Experience
Damaged Accumulator on Gas Block

계선품 적용 예정

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 33 >
 ME-GI Service Experience
Damaged Accumulator on Gas Block

Hydac 0.75L
계선품 적용 예정
We have very positive results with ”Hydac 0.75L”
Accumulator:
• The accumulator has now been tested for more
than 2000 running hours with good results.
• Re-filling of Nitrogen only necessary every 3 months
150

145

140

135
Hydac 1
130 Hydac 2

125 Hydac Average

Standard 1
120
Strandard 2
115 Standard Average
When the Hydac accumulator
110
has been approved for marine
105
use it will be installed on all
engines in service 100
0 200 400 600

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ME-GI Pump Vaporizer System (PVU)

 Low cost with embedded

redundancy

 Engine SW integration

 High component quality

 Compact design

 Easy maintenance

ME-GI PVU unit - first prototype

 Methane and Ethane

Quotations from PrimeServ

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 Why the ME-GI Engine?

The ME-GI is derived from the

industry’s standard MC and ME engine.

 Proven design, >20,000 engines in service.

 Diesel cycle high fuel efficiency ~50%

versus much lower for other engine types.

 High fuel flexibility – burn all gas grades

without derating. Burns all fuel types.

 High reliability – same as fuel engines.

 No derating because of knocking danger.

 Negligible methane slip.

 Only demonstrated AND ordered 2 stroke

dual fuel engine.

MAN Diesel & Turbo Introduction of ME-GI  05/12/2017 < 36 >
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.

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