Introduction to

ME-GI
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Learning objectives

Upon completion of this module you …

 will be able to recognize the GI concept and status.

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Introduction to ME-GI
Latest status

First ME-GI order, TOTE 3,100 teu container carrier

 First ME-GI ordered on Dec. 2012

 3,100 TEU LNG Powered container
 MAN B&W 8L70ME-C8.2-Gl
 2014, Q1: ME-GI engine delivery
 2015, Q4(Nov.): First ship delivery

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Introduction to ME-GI
Latest status

Second ME-GI order, Teekay Fuel-Efficient LNG

Fleet

 Ordered on Dec.2012
 173,400 cbm LNG
 5G70ME-C9.2-GI
 Ship deliver: Oct. 2015

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Introduction to ME-GI
Development milestones

Demonstration test at Demonstration test at ME-GI retrofit of 1st sea trial on 1st sea trial on
HHI MES Nakilat methanol ethane

Engine delivery for Ethane development

ME-GI DEMO at DRC ME-GI PVU
TOTE Maritime and operation at
DRC
MES

Development ME-
Engine delivery for LPG
LGI
TEEKAY LNG testrig
DSME FGSS

2011 2012 2013 2014 2015 2016 2017

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Introduction to ME-GI
Designation

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Introduction to ME-GI
Designation: Limitation of NOx emission

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Introduction to ME-GI
Designation: Limitation of sulphur in fuel oil

4,5

4 Global: 4.5 → 3.5 → 0.5 Global

3,5 SECA: 1.5 → 1.0 → 0.1

CARB MGO: 1,5 → 1.5 → 0.1 (DMA)

3
Sulfur %

CARB MDO: 2.0 → 0.5 → 0.1 (DMB)

2,5

1,5 SECA

1
CARB Phase 1
CARB Phase 2
0,5

0
2000 2005 2010 2015 2020 2025

Year

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Introduction to ME-GI
Designation: ECA (Emission Control Areas)

Source: DNV (http://www.dnv.com/resources/reports/greener_shipping_north_america.asp)

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Introduction to ME-GI
Performance

Combustion and heat release

Heat release
 The heat release rates for diesel and gas
reference at 100% load are shown on the figure.
 As seen in the figure, the shapes of the heat
release rates are similar in terms of the maximum
heat release rate as well as end of combustion.
Further, the width at half-maximum is also very
similar. Despite the fact that twice as many
injection nozzles are involved with gas (half for
pilot oil and half for gas), it has been achieved to
produce a heat release rate, which is quite similar
as a conventional diesel heat release rate, which
was the initial objective.

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Introduction to ME-GI
Performance

Combustion
 In order to further understand and characterize the combustion
processes of the ME-GI engine, a number of high-speed imaging
tests have been performed, in which the combustion inside the
combustion chamber is visualized through high-speed camera
recordings. The experimental setup is such that one set of injection
nozzle is viewed from the side.
 The images represent light emitted from hot soot particles. First, as
seen in the figure, the main difference between the diesel and gas
flame is a less intense flame in the case of gas. This may be due
to either a colder flame and/or a lower soot concentration.
Measurements have confirmed that the smoke number is
substantially reduced when running on gas as well as
thermodynamic considerations that predict a lower flame
temperature when running on gas. Besides those differences, the
flame structure of the diesel and the gas flames appear very
similar. Thus, the gas flame may also be characterized as turbulent
mixing controlled combustion.

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Introduction to ME-GI
ME-GI engine: Dual Fuel operation

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Introduction to ME-GI
Why ME-GI?

Maximum engine room safety

 Negligible gas slip from combustion chamber to

crankcase or exhaust receiver
 No accumulation of unburned gas
 No knocking

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Introduction to ME-GI
Dual Fuel operation

Three different fuel modes.

 Gas operation with minimum pilot oil amount

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Introduction to ME-GI
Dual Fuel operation

Three different fuel modes.

 Gas operation with minimum pilot oil amount

 Specified dual fuel operation (SDF) with injection of a

fixed gas amount

 Fuel-oil-only mode

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Introduction to ME-GI
GI, GIE, LGIM and LGIP

FGSS
ME-GI
Fuel Tank

DF Gensets

Ship
GVU

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Introduction to ME-GI
ME-GI design: Layout with FGSS system

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Introduction to ME-GI
Overview of S70ME-GI

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Introduction to ME-GI
ME-GI engine

Safety

 During any failure of the gas system the ME-GI control and safety
system is designed to go into safe condition. All failures detected
during gas fuel running result in a gas fuel stop and a change-
over to fuel oil operation. This condition applies also to failures of
the control system itself.
 Following the change-over, the high-pressure gas pipes and
complete gas supply system are blown-out and freed from gas by
purging with N2.
 The change-over to fuel oil mode is always done without any
power loss of the engine.

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Introduction to ME-GI
Dual Fuel combustion concept

Benefits of Combustion concept Diesel cycle Otto cycle

Diesel-type versus Power density Unchanged Power reduced
Otto-type Gas-mode efficiency Increased Unchanged
combustion Diesel-mode efficiency Unchanged Reduced
Gas quality/requirements (LCV) Insensitive Sensitive
Methane number dependent No Yes
Pilot fuel oil (amount) MDO/HFO (3-5%) MDO (approx. 1%)
High ambient temperature Insensitive Sensitive
Combustion processes Diesel process Premixed
Cylinder max. pressure variations Stable and low Unstable and high
Knocking during load change None Possible
Misfiring None Possible
Methane slip 0.1% of SFOC 2-4% of SFOC
Global warming potential (GWP) Reduced by 20% Increased
Scavenge air receiver explosion risk No Yes
Crankcase explosion risk No Yes
Exhaust receiver explosion risk No Yes

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Introduction to ME-GI
Concept study case 1

Target – to minimise the GWP

 6,000 teu container vessel  Design speed 23 knots
 17% SECA and Tier III share  SMCR 23.000 kW
 RPM 80  Electric power
 Solely LNG operation
Case study:
 Base case 23 MW ME plus 2 x 1.5 MW aux. fuel oil; one aux. as spare
 23 MW DF ME (pre-mixed) plus 2 x 1.5 MW aux. (pre-mixed); one aux.
as spare
 23 MW ME-GI plus 2 x 1.5 MW aux. (pre-mixed); one aux. as spare
 23 MW ME-GI plus 1 x 1.5 MW PTO plus 1 x 1.5 MW plus one aux. extra
for manoeuvring and harbour operation.

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Introduction to ME-GI
Case 2: Fuel Gas Supply System (FGSS) – LP gas injection engines

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Introduction to ME-GI
Case 3: Fuel Gas Supply System (FGSS) – For HP gas direct injection ME-GI engine

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Introduction to ME-GI
Case 3: FGSS with PTO – Electric power generated by ME-GI BOG
one GenSet on DF for harbour operation – BOG by side stream

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Introduction to ME-GI
Results from case study

Main
Scenarios Engine AUX PTO Main Engine AUX SUM
Fuel Fuel
t LNG/ t FO/ tCO2/ t CH4/ t LNG/ t FO/ tCO2/ t CH4/ tCO2/ t CH4/ GWP 20
type type Year year Year Year Year Year year year year year Years

0.0 9512.0 30438.4 0.0 0.0 1721.0 5507.2 0.0 35945.6 0.0 35945.6
Case 1 ME-GI FO FO No
8538.0 58.0 23665.1 180.4 1400.0 14.0 3894.8 51.9 27559.9 232.2 47531.9
Case 2 X-DF LNG LNG No
ME-GI 7585.0 541.0 22590.0 21.2 1458.0 14.6 4056.2 54.0 26646.2 75.2 33116.6
Case 3 LNG LNG No
ME-GI 8293.0 558.0 24591.4 23.2 72.0 0.7 200.2 2.7 24791.6 25.9 27017.9
Case 4 LNG FO Yes

Main
Scenarios Engine AUX PTO INDEX

Fuel type Fuel type

LNG(X-DF) engine calculated assuming 3
g CH4/kWh Case 1 ME-GI FO FO No 1.00 PTO wins!
ME-GI engine calculated assuming 0,35 g
LNG No 1.32
CH4/kWh
Case 2 X-DF LNG
Limited methane slip,
LNG No 0.92
AUX engine calculated assuming 6 g/kWh Case 3 ME-GI LNG
and a small increase
PTO efficiency 90% Case 4 ME-GI LNG FO Yes 0.75 in efficiency

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Introduction to ME-GI
LNG for propulsion

Methane Slip – Facts about methane slip

 All low-pressure dual-fuel & gas engines have methane slip
 Methane slip is unburned CH4 which is not participating the combustion
in gas engines
 Methane is non-toxic
 Methane as GHG is 20-25 times more harmful than CO2
 No limitations regarding Methane slip exist in marine applications
 Minimizing Methane slip is a major target to improve engine efficiency
vs. emissions

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Introduction to ME-GI
LNG for propulsion: Methane slip – root causes

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Disclaimer

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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