ME-GI Dual Fuel

MAN B&W Engines

A Technical, Operational and Cost-effective

Solution for Ships Fuelled by Gas

Content

Abstract........................................................................................................ 5
Introduction.................................................................................................. 6
ME-GI Concept........................................................................................... 10
ME-GI injection system.......................................................................... 11
Sealing oil supply................................................................................... 11
Safety features....................................................................................... 12
High-pressure double-wall piping........................................................... 12
Maintenance of LNG carriers equipped with ME-GI system..................... 13
Engine operating modes........................................................................ 14
Emission control ME-GI engines.......................................................... 15
Efficiency improvement measures during gas operation ......................... 16
Gas Supply Systems .................................................................................. 16
Overall vessel configuration.................................................................... 16
Cryostars solution for ME-GI engines..................................................... 16
EcoRel reliquefaction plant configuration................................................ 16
The high-pressure pump and vaporizer system ...................................... 17
Integration of reliquefaction and fuel gas supply...................................... 17
Experience base.................................................................................... 18
Special benefits..................................................................................... 18
Cryostar system philosophy .................................................................. 18
Overall vessel configuration.................................................................... 19
Fuel gas pressure control....................................................................... 19
System safety........................................................................................ 19
BOG Reliquefaction System from Hamworthy.............................................. 20
LNG high-pressure liquid pump system.................................................. 21
Laby-GI Compressor from Burckhardt Compression................................. 22
Design concept..................................................................................... 22
Laby-GI key components.................................................................... 22
Fuel gas compressor engineering........................................................... 22
Compressor safety................................................................................. 24
Control requirements for the fuel gas system ......................................... 24
Power saving mode............................................................................... 24
Simulation and test................................................................................ 25
Reliquefaction system and Laby-GI compressor integration ................... 25
TGEs Cascade Reliquefaction System ....................................................... 26
Sub-conclusions.................................................................................... 26
ME-GI for Container Ships, Tankers and Bulk Carriers................................. 27

ME-GI Dual Fuel MAN B&W Engines

Abstract

first vessel is scheduled for delivery in

LNG on board, so the challenge for this

Since 2012, MAN Diesel & Turbo has

2015.

ship type is to design an efficient gas

received significant orders for the gasfuelled ME-GI engine.

supply system, taking the handling of

The first ME-

Furthermore, MAN Diesel & Turbo has

boil-off gas (BOG) into consideration.

GI engine specified was for two gas-

received an order for 5 + 5 LNG carriers

The gas supply system should be able

fuelled container vessels ordered by the

to Teekay. Also powered by ME-GI en-

to handle the boil-off gas from the car-

company TOTE. This first order is for

gines, these LNG carriers are to be built

go tank and deliver it to the main engine

an 8L70ME-C8-GI engine, sized for a

by DSME, and the first delivery will be

as well as to the dual fuel gensets. The

3,100 teu containership. It is the first of

in 2016. The target for Teekay has been

gas supply system must also be able to

its kind, and it is an interesting fact that

to reduce both fuel oil consumption and

direct the BOG to the GCU in order to

this is the first fully commercial vessel

maintenance costs.

protect the tank if the pressure in the

operating on natural gas which is built

tanks gets too high.

without any subsidies. The vessels will

The first two ship types are rather dif-

be built by NASSCO shipyard, and the

ferent. The LNG carriers already have

Reliquefaction*

Oxidiser

LNG

HP Compressor

II

Oxidiser

LNG

III

Reliquefaction*

Cryogenic
HP Pump

CNG

HP Compressor

HP Vaporiser
300 bar and 45

Fig. 1: Three different possibilities for generating high-pressure gas from NG

ME-GI Dual Fuel MAN B&W Engines

On the other hand, the gas-fuelled

Introduction

Asia are under discussion. LNG as a

container vessels do not carry LNG on

Future fuels for ships are a reality today.

fuel will undoubtedly soon become a

board, so LNG tanks and a gas supply

The new order for a Jones Act gas-

reality worldwide.

system must be installed to deliver LNG

fuelled container vessel has set a new

to the ME-GI engine and the dual fuel

standard. A new LNG bunkering station

For LNG carriers, the supply of LNG

gensets. Here, the challenge is to make

will be built in connection with this or-

is a lot easier since the LNG supply is

a container ship design with sufficient

der, and other ships will also be allowed

already on board, and there is a long

space for the LNG tanks without losing

access to the LNG. The very low gas

tradition for handling LNG in a safe

any space for containers, see Fig. 2.

price in the US is making it highly at-

manner. For other ship types, rules and

tractive to invest in gas-powered ships.

procedures for handling LNG on board

Both orders have changed the market

Current gas prices offer savings of al-

are under development. The experi-

conditions significantly as they will set

most 50% in fuel costs compared with

ence from LNG operation in Norway

a new standard for ship efficiency and

heavy fuel oil (HFO). A comparison with

seems to set the new standard.

low emissions. It is therefore expected

marine gas oil (MGO), which is needed

that many other owners will follow this

when ships operate in emission control

MAN Diesel & Turbo (MDT) has per-

new trend and take up the competition.

areas (ECAs), makes the investment

formed a full scale test on the 4T50ME-

even better. It is therefore expected that

GI research engine in Copenhagen.

Today, July 2014, more than 60 dual

the two container vessels will be oper-

This was done to demonstrate that

fuel gas engines are on order. The ME-

ated on gas both inside and outside

the engine was able to fulfil Tier II and,

GI engine is selected because of its

ECA zones. Therefore, it makes sense

later on, Tier III in combination with the

high efficiency on both gas and fuel oil.

to use gas as the fuel for both opera-

MDT-developed EGR system. Another

The shipowner is always cost-compet-

tional scenarios.

important purpose was to demon-

itive with his ship irrespective of which

strate that the engine can operate on

fuel is the cheapest. This is very impor-

LNG safety regulations covering the

high-pressure gas delivered from a fuel

tant in todays market where we see

delivery process are under way, and

gas supply system comprising an LNG

conflicts come and go in the gas and

several LNG bunkering terminals are

pump and a vaporizer.

oil rich regions.

being prepared outside the US, e.g. in

the Baltic region. Furthermore, the lo-

In February 2010, MAN Diesel & Turbo

The ME-GI offers a robust combustion

cations of LNG terminals in the Medi-

signed a development agreement with

solution with the highest fuel efficiency

terranean Sea, in Singapore and in East

Koreas Daewoo Shipbuilding & Marine

available in the market. The robust

combustion also ensures a high efficiency with a negligible methane slip.
0.2% has been measured as a maximum when the engine was operating at
low load.
This paper describes the technology
behind the gas-fuelled ME-GI engine,
and the requirements to the gas supply
system.

Fig. 2: New TOTE container vessel powered by MAN B&W dual fuel ME-GI

ME-GI Dual Fuel MAN B&W Engines

Fig. 3: LNG vessels

Engineering Co., Ltd. (DSME) to jointly

tests with some of these manufactures

In January 2011, 90 MAN B&W two-

develop and exploit the adaptation of

at different locations.

stroke S70ME-C engines were deliv-

DSMEs high-pressure cryogenic gas-

ered for 45 LNG carriers for the Qatar

supply system for integration with the

MAN Diesel & Turbo and others have

gas project. Another eight engines are

ME-GI test engine. Both the new en-

shown that dual fuel engines can be

on order also for LNG carriers, and

gine design and the gas supply system

more than just an economically sound

have been prepared for a later GI con-

from DSME will be equipped on board

choice for LNG carriers, VLCC and

version. All these engines are, however,

the TOTE container vessel, see Fig. 2.

container vessels. Dual fuel engines are

ordered for operation on liquid fuels, i.e.

also safe, reliable and environmentally

HFO, MDO, and MGO as are more than

However, different applications can call

desirable as a result of the experience

17,000 MC/ME type engines worldwide

for different gas supply systems, and

obtained over many years from two-

for different marine market applications.

a number of projects have shown that

stroke diesel engines for the marine

operators and shipowners demand

market for single as well as twin-pro-

In December 2012, 4 + 6 type 5G70ME-

alternative solutions. Therefore, MDT

peller vessels in all types of commercial

B9.2-GI engines were ordered for Tee-

aims to have a number of different gas

application.

kay. In June 2013, another four engines

supply systems prepared, tested and

were ordered. It is worth noting that the

available. MDT is therefore in close

More specifically for LNG carriers, the

owner chose the new G-type engine,

cooperation with other gas supply

type of optimum gas supply system

which operates with a lower rpm. New

manufacturers, such as Burckhardt

seems to depend on the type of trade

available propeller types can take ad-

Compression, TGE, Cryostar, HHI, SHI,

of the LNG carrier, e.g. operation as a

vantage of this, and improve the pro-

MHI, and Hamworthy. MDT has already

carrier train between two destinations

pulsion efficiency, see picture of LNG

scheduled and completed new joint

or spot market trading.

vessels in Fig. 3. The system for han-

ME-GI Dual Fuel MAN B&W Engines

dling the boil-off gas can be combined

pressure gas. The two systems are of-

there is sufficient energy in the BOG,

with the engine gas supply system in

fered in many different configurations,

the highly efficient low-rpm compres-

many different ways, thereby offering

and from different manufactures. This

sor delivers gas to the engine as well

many possibilities, especially for LNG

paper describes the different possibili-

as to the dual fuel gensets. In ballast

carriers. But basically, two different so-

ties.

condition, the HP LNG pump is also

lutions are available for LNG carriers.

operated, see also the picture of the

Figs. 4 and 5 illustrate the two differ-

Teekay sees a benefit in both options,

hybrid solution in Fig. 6. A full or par-

ent system configurations. One system

and they have decided to combine the

tial reliquefaction system can be com-

where a piston compressor feeds the

compressor and the HP LNG pump so-

bined if there is still an excess of gas.

ME-GI with high-pressure fuel gas, and

lution. Besides redundancy, this com-

The hybrid solution taking advantage of

one system where an LNG pump and

bination offers a very efficient gas sup-

the G-type engine gives fuel savings of

a vaporizer feed the ME-GI with high-

ply system. In laden condition, when

15-20% when compared with the best

DFDE standard of today.
Since 2004, MDT has worked with

BCA Laby GI Compressor

LNG
GAS

BOG

300 bar, 45C

Burckhardt Compression, who devel-

4-6 bar

DF Gensets
BCA Laby GI Compressor
BOG

oped and designed the ME-GI gas supply system in detail, using the Laby GI
compressor. In 2009, Burckhardt Com-

300 bar, 45C

pression got the first order for a LabyGI compressor, a full scale demonstra-

ME-GI

tion test was done, and quite recently

BOG

the Laby-GI was successfully installed

on an FSRU and handed over to the
owner. During this work, we have ac-

LNG Cargo
Tanks

knowledged how important it is to enter

a new market with a manufacturer who
also places safety, reliability and cus-

Fig. 4: ME-GI engine with Laby-GI compressor system (reliquefaction unit not shown)

tomer satisfaction high on the agenda

for design and production of their com-

GCU
BOG Heater

N2
Cold BOG
Warm BOG
Condensate
Vent gas

ponents.
Hamworthy and MDT have worked

BOG Compressor
BOG Desuperheater

N2 Heat Exchanger

Off Gas Heater

N2 Inter & After Coolers

Cold Box

Reliquefaction

closely on a number of different projects over the years, especially on the

reliquefaction side. Today, Hamworthy

N2 C ompander

offers gas supply systems using either

LNG Flash
Drum

LNG Return
Pump

the Laby-GI compressor or a system

HP Pump

based on the LNG pump solution.

LNG Vaporiser

ME-GI Engine

MDT has also had a long cooperation

LNG Cargo
Tanks

LNG Supply Pump

Fig. 5: Components to be modified: ME-GI compared to an ME engine

ME-GI Dual Fuel MAN B&W Engines

with Cryostar. Cryostar has been very

successful in the cryogenic business
for decades, where their Cryogenic

Fig. 6: HP compressor and HP pump with partial reliquefaction

pump system has been used and in-

HHI and Mitsui are part of our licen-

stalled on land-based production fa-

see family, and both licensees have

cilities. Already back in 2006, Cryostar

announced that they have prepared

and MDT invented and developed the

their test beds for the building of ME-

high-pressure gas supply system, com-

GI engines. Gas installations have been

prising an LNG pump and a vaporizer.

prepared on their test bed facilities, fol-

In 2009, Cryostar demonstrated their

lowed by full-scale installation and test-

ME-GI gas supply system at their facili-

ing of an ME-GI. In this connection, HHI

ties in France.

developed their own gas supply system

design, which they also offer to other

TGE and MDT have worked together

shipyards. Mitsui uses a gas supply

for a relatively short period. But in this

system developed by MHI for their gas

short time, TGE has demonstrated

test facilities. Both gas supply systems

that they have extensive knowledge of

have been successfully demonstrated

cryogenic gasses, and that they have

together with a full scale test of the ME-

a detailed understanding of all safety

GI engine.

aspects related to the use of cryogenic

gasses. TGE offers both a reliquefaction plant combined with the Laby-GI
compressor, and a gas supply system
for LNG fuelled ships based on the LNG
pump technology. TGE has also developed gas supply systems for owners
interested in using LPG.

ME-GI Dual Fuel MAN B&W Engines

ME-GI Concept

ponents that need to be modified and

shipyard no longer needs to consider

The MC/ME engine family has been on

added on the engine to allow it to oper-

this installation.

the market since 1982. The engines

ate on gas.

Inert gas system that enables purging of the gas system on the engine

have been in service on almost any

with inert gas.

type of marine application on container

The gas supply line is designed with

vessels, tankers of all sizes, bulk car-

ventilated double-wall piping including

riers, car carriers, RoRo and general

HC sensors for safety shutdown. For

prising a hydrocarbon analyser for

cargo vessels.

control of the gas engine, the GI control

checking the hydrocarbon content of

and safety system added to the well-

the air in the double-wall gas pipes.

There are many good reasons for

Control and safety system, com-

proven ME control system.

The GI control and safety system is de-

choosing the two-stroke direct-coupled

ME engine types, e.g. high thermal effi-

Apart from these systems on the en-

signed to fail to safe condition. All fail-

ciency, reliability, availability and safety,

gine, the engine itself and its auxilia-

ures detected during gas fuel running,

and the fact that it is a simple and ro-

ries will comprise some new units. The

including failures of the control sys-

bust solution that offers the same load

most important ones, apart from the

tem itself, will result in a gas fuel stop

response when operating on fuel gas.

gas supply system, are listed below.

and change-over to HFO fuel opera-

The MC/ME engine is a well-proven

New units:

product in the industry. The GI (Gas

tion. Blow-out and gas-freeing purging

of the high-pressure gas pipes and of

Ventilation system for venting the

the complete gas supply system fol-

space between the inner and outer

lows. The change-over to fuel oil mode

pipe wall of the double-wall piping

is done without any power loss on the

Sealing oil system, delivering sealing

engine. Recent tests have shown that

engine, a 12K80MC-GI-S, was put into

oil to the gas valves separating con-

a normal gas stop takes place com-

service on a power plant at Chiba,

trol oil and gas. This system is fully

pletely bumpless, i.e. it is simply not

Injection) solution was developed in

parallel and was finished for testing in
the early 1990s. In 1994, the first GI

integrated on the engine, and the

Tokyo, Japan. The Chiba engine has
operated as a peak load plant for almost 20,000 hours on high-pressure
gas. In 2003 the engine was converted
to kerosene operation due to the prices
on the gas fuel.
In 1994, all major classification societies approved the GI concept for stationary and marine applications. This
was repeated in December 2012 for
the newest design of the ME-GI. The
type approval test was carried out on
the test bed facilities at HHI, and using
the fuel gas supply system built by HHI.
Technically, there is only little difference
between fuel and gas burning engines,
but the GI engine provides an optimal
fuel flexibility. Fig. 7 shows the com-

10 ME-GI Dual Fuel MAN B&W Engines

Fig. 7: New gas module

possible to hear which type of fuel is

ME-GI injection system

age between the cylinder cover/gas

being burned.

Dual fuel operation requires the injec-

injection valve and the valve housing/

tion of both pilot fuel and gas fuel into

spindle guide, sealing rings made of

the combustion chamber.

temperature and gas resistant material

The high-pressure gas supply flows

through the main chain pipe that con-

have been installed. Any gas leakage

nects each cylinders gas valve block

Different types of valves are used for

through the gas sealing rings will be led

and accumulator. This chain pipe de-

this purpose. Two are fitted for gas in-

through bores in the gas injection valve

sign (see Fig. 6) performs two important

jection and two for pilot fuel. The auxil-

to the space between the inner and the

tasks:

iary medium required for both fuel and

outer shield pipe of the double-wall gas

They separate each cylinder unit

gas operation is as follows:

piping system, where the leakage will

from the rest in terms of gas dynam-

High-pressure gas supply

ics, utilising the well-proven design

Fuel oil supply (pilot oil)

philosophy of the ME engines fuel oil

Control oil supply for actuation of gas

The gas acts continuously on the valve

injection valves

spindle at a max. pressure of about

system.

They act as flexible connections be-

300 bar. To prevent gas from entering

tween the stiff main pipe system and

Sealing oil supply.

the control oil actuation system via the

the engine structure, safeguarding

The gas injection valve design is shown

clearance around the spindle, the spin-

against extra stresses in the chain

in Fig. 8. This valve complies with tra-

dle is sealed with sealing oil at a pres-

pipes caused by the inevitable dif-

ditional design principles of the com-

sure higher than the gas pressure (25-

ferences in thermal expansion of

pact design. Gas is admitted to the

50 bar higher).

the gas pipe system and the engine

gas injection valve through bores in the

structure.

cylinder cover. To prevent a gas leak-

The buffer tank, containing about 20

Sealing oil inlet

times the injection amount per stroke at

Hydraulic oil inlet

the maximum continuous rating (MCR),

also performs two important tasks:

be detected by HC sensors.

Gas leakage detection

It supplies the gas amount for injection at a slight, but predetermined,

pressure drop.

It forms an important part of the

safety system.

Cylinder cover

Because the gas supply piping is of the

common rail design, the gas injection
valve must be controlled by an auxiliary
control oil system. This, in principle,

Connection to the
ventilated pipe system
Gas fuel supply

consists of the ME hydraulic control oil

system and an ELGI & ELWI (electronic
gas injection) valve system, supplying high-pressure control oil to the gas
injection valve, thereby controlling the
timing and opening of the gas valve.
Fig. 8: Gas injection valve ME-GI engine

ME-GI Dual Fuel MAN B&W Engines 11

The pilot oil valve is a standard ME fuel

that might slip past the piston rings and

to seized gas injection valves, leaking

oil valve without any changes, except

into the scavenge air receiver is consid-

gas valves or blocked gas valves. The

for the nozzle. Both HFO, MGO and

ered to be unlikely. Monitoring of the

gas supply will be stopped and the gas

MDO can be used as pilot oil.

scavenge air receiver pressure and the

lines purged with inert gas. Also in this

combustion condition also safeguards

event, the engine will continue running

against such a situation.

on fuel oil only without any power loss.

engine can be run on fuel oil at 100%

The purpose is to be warned at an early

Furthermore, the combustion pressures

load at any time, without stopping the

stage if any gas leaks occur across the

are constantly being monitored. In the

engine. For prolonged operation on

gas injection valves. The window valve

event of too high a combustion pres-

fuel oil, it is recommended to change

has a double safety function, securing

sure, the gas mode is stopped, and the

the nozzles and gain an increase in ef-

that gas injection into the combustion

engine returns to burning fuel oil only.

The oil valve design allows operation

solely on fuel oil up to MCR. The gas

ficiency of around 1% when running at

chamber, is only possible at the cor-

full engine load.

rect injection timing. In the event of a

High-pressure double-wall piping

gas failure, it can also block the gas

A common rail (constant pressure) gas

As can be seen in Fig. 9 (GI injection

from entering the combustion chamber,

supply system is to be fitted for high-

system), the ME-GI injection system

thereby ensuring that only a very small

pressure gas distribution to each valve

consists of:

amount of gas will enter.

block. Gas pipes are designed with

two fuel oil valves

two fuel gas valves

The pressure sensor is located between

pipe designed so as to prevent gas

an ELGI (electronic gas injection

the window valve and the gas injection

outflow to the machinery spaces in the

valve) for opening and closing of the

valve. The small gas volume in the cyl-

event of a rupture or leak in the inner gas

fuel gas valves

inder cover on each cylinder will reveal

pipe. The intervening space, including

a FIVA (fuel injection valve actuator)

the gas pressure during one cycle. By

the space around valves, flanges, etc.,

valve to control the injected fuel oil

this system, any abnormal gas flow will

is equipped with separate mechanical

profile via the fuel oil valve

be detected immediately, whether due

ventilation with a capacity of approx. 30

double walls, with the outer shielding

an ELWI (electrical window and gas

shutdown) valve to control the posiELWI
ELGI

tion of the window valve as an extra

safety feature to prevent gas leakag-

Gas Inj. Valves

Time

es and, thereby, ensuring a doublevalve block towards the combustion

Gas
Press

chamber. Furthermore, it consists

Gas Block

of the conventional fuel oil pressure

Blow off

booster, which supplies pilot oil in

Window Valve

the dual fuel operation mode.

To Silencer
Gas
Accu

Under normal operation, where no malfunctioning of the fuel oil valve is found,
the fuel gas valve is opened at the correct crank angle position, and gas is
injected. The gas is supplied directly

Valve Closed

into an ongoing combustion. Consequently, the risk of having unburnt gas

12 ME-GI Dual Fuel MAN B&W Engines

ELWI

Purge

Safety features

Fig. 9: ME-GI injection system

ELGI

air changes per hour. The pressure in

pansion of the engine from cold to hot

Maintenance of LNG carriers

the intervening space is below that of

condition. The gas pipe system is also

equipped with ME-GI system

the engine room with the (extractor) fan

designed so as to avoid excessive gas

Gas transportation contracts are typi-

motors placed outside the ventilation

pressure fluctuations during operation.

cally long term and sailing schedules

ducts. The ventilation inlet air is taken

from a non-hazardous area.

are tight. Missing a schedule can have

For the purpose of purging the system

far-reaching consequences. Our usual

after gas use, the gas pipes are con-

emphasis on maintenance will guar-

Gas pipes are arranged in such a way

nected to an inert gas system with an

antee a high availability and smooth

that air is sucked into the double-wall

inert gas pressure of 9 bar. In the event

operation, and every effort is made to

piping system from around the pipe in-

of a gas failure, the high-pressure pipe

avoid any performance risk with an ME-

let. Next, the air is led to the individual

system is depressurised and, subse-

GI engine as the prime mover.

gas valve control blocks, and then re-

quently, purged automatically. During a

turned back to the chain pipe and into

normal gas stop, the automatic purging

the atmosphere via the suction blower,

will be started after a period of up to

see Figs. 10 and 11.

30 min. Time is therefore available for a

quick restart in gas mode.

Ventilation air is exhausted to a fire-safe

Window valve

place. The double-wall piping system is

designed so that every part is ventilated. All joints connected with sealings to
a high-pressure gas volume are ventilated. Any gas leakage will therefore be
led to the ventilated part of the doublewall piping system and be detected by

Gas outlet

the HC sensors.
The engine gas pipes are designed for
a 50% higher pressure than the normal working pressure, and they are

Hydraulically actuated
purge/blow-off valve

supported so as to avoid mechanical

vibrations. Furthermore, the gas pipes
are shielded against heavy items falling

Gas areas
Ventilation air channel

down, and on the engine side they are

placed below the gas valve block in a
chain pipe design. The pipes have been

Fig. 10: Gas valve control block

Ventilation System

pressure tested at 1.5 times the work-

Ventilation system

ing pressure. The design is to be allwelded, as far as practicable possible,

using a conical metal-to-metal sealing.

Cylinder no. 4

GPSU
Fuel
Valve

Fuel
Valve

Fuel
Valve

Fuel
Valve

Gas
Valve

Gas
Valve

Gas
Valve

Gas
Valve

FS

6303

Flange connections are only used if

necessary for servicing purposes.

Cylinder no. 1

Gas Control Block

V3 V4

6302

FS

Silencer

6312

Gas Control Block

V3 V4

ACCU
V5

GPCU
FS

ACCU
V5

XT

6332

GPSU

The chain pipe design to the individual

cylinders is designed with adequate
flexibility to cope with the thermal ex-

Fig. 11: Branching of gas piping system

ME-GI Dual Fuel MAN B&W Engines 13

The proper maintenance planning is es-

well educated, skilled, and dedicated

and the heat value is low. If boil-off gas

sential to satisfy the vessels operating

professionals. MAN Diesel & Turbo of-

is forced, it can consist of both ethane

needs.

fers education programmes to marine

and propane, and the heat value could

engineers to keep them updated with

be high. A two-stroke, high-pressure

Quite a significant number of contracts

the newest information about mainte-

gas injection engine can burn those

for LNG carriers have been signed.

nance and technology.

different fuels without seeing a drop in

These new carriers feature efficient

the thermal efficiency of the engine. The

HFO burning MAN B&W low speed

Engine operating modes

control concept comprises three differ-

two-stroke diesel engines, in combina-

One of the advantages of the ME-GI en-

ent fuel modes see Fig. 12:

tion with reliquefaction and MAN Gen-

gine is its fuel flexibility, which is a major

Sets.

benefit especially for operators of LNG

fuel-oil-only mode

carriers. Burning the boil-off gas with a

Gas modes:

Not only has MAN Diesel & Turbo played

variation in the heat value is perfect for

minimum pilot oil

a very active role in the development,

the diesel working principle. At the start

specified dual fuel operation

design and configuration of the propul-

of a laden voyage, the natural boil-off

sion arrangement for the new genera-

gas holds a large amount of nitrogen,

tion of LNG vessels, but maintenance

has also been taken into consideration.
Accordingly, MAN Diesel & Turbo is
currently building a service centre in
Ras Lafan where experienced service
engineers will be available on a 24-hour
basis. Key spare part components will
be on stock to ensure a high reliability and availability at all times for these
LNG carriers. The service centre will be
located in the region close to the loading terminals for these LNG carriers, in
support of the operation and maintenance of the engine arrangements for
vessels.
This service model can also be offered
to new LNG carrier trains and other
gas-fuelled ships that intend to use the
ME-GI as propulsion for their ship.
Also with the new ME-GI engine components, operation and maintenance is
a straightforward process for the skilled
and experienced engine crew, at least
if the maintenance jobs are planned,
prepared and controlled. In general,
superintendents and engine crews are

14 ME-GI Dual Fuel MAN B&W Engines

Fig. 12: Fuel type modes for the ME-GI engines for LNG carriers

The fuel-oil-only mode is well known

with this lube oil was achieved from the

event, an SCR catalyst can cut NOx

from the ME engine. Operating the en-

gas engine on the Chiba power plant.

emissions by up to 98%, as was expe-

gine in this mode can only be done on

rienced on the stationary 12K80MC-GI

fuel oil. In this mode, the engine is con-

A heavy fuel oil with a high sulphur con-

in Chiba, Japan. But the EGR system is

sidered gas safe.

tent requires the cylinder lube oil TBN

also an option.

70. Shipowners intending to run their

The pilot oill mode is developed for gas

engine on high-sulphur fuels for longer

If the EGR system is combined with

operation, and it can only be started

periods of time are recommended to

gas operation, the engine can easily

manually by an operator on the Gas

install two lube oil tanks. When chang-

fulfil Tier III. The NOx level when operat-

Main Operating Panel (GMOP) in the

ing to minimum-fuel mode, the lube oil

ing on gas is 20-30% lower compared

control room. In this mode, the control

should be changed as well.

with HFO operation, and only around

30% of the exhaust gas needs to be

system will allow any ratio between fuel

oil and gas fuel, with a minimum preset

Emission control ME-GI engines

bypassed across the EGR, this will lead

amount of fuel oil to be used. If a failure

Compared with HFO operation, gas

to a higher efficiency on gas compared

in the gas system occurs, this will result

gives a cleaner exhaust. Having very

with HFO operation in Tier III zones.

in a gas shutdown and a return to the

low or no sulphur, SOx sulphur oxides

Cleaning of the EGR scrubber water is

fuel-oil-only mode

are negligible in the exhaust gas. Par-

another issue that becomes a lot easier

ticulates will be reduced considerably

when operating the engine on gas, be-

as well as the emission of NOx and CO2.

cause exhaust from gas contains lim-

The preset minimum amount of fuel

ited particulate matter and no SOx.

oil (pilot oil) to be used is max. 3% at

100% engine load. At lower engine

Fig. 13 lists an arbitrary comparison of

loads, the pilot fuel amount is reduced

emissions from an HFO burning and a

On the marine market, five vessels with

to approx. 1.5% at 10% engine load.

gas burning 70-bore ME-GI engine.

MAN B&W two-stroke engines are in

operation with SCR, and this is also the

Both heavy fuel oil, marine diesel oil

and marine gas oil can be used as pilot

All typical NOx reduction techniques can

case on 15 power stations. All in the

oil. When the operator has started gas

be used on an ME-GI engine, except

range of reducing NOx by 94-98%.

mode operation, the engine will stay in

water emulsification. In the ultimate

gas mode until the operator decides to

stop gas operation. Tests have shown

Comparison of emissions from an HFO burning and a gas burning 70ME

that a pilot oil amount down to 1.5% is

type engine

possible, however, the engine will then

Estimated emissions 6S70ME-C

Estimated emissions 6S70ME-GI

have some load limitation in the fuel oil

Load 100%

g/kWh

Load 100%

g/kWh

mode.

CO2

577

CO2

446

O2 (%)

1359

O2 (%)

1340

The specified dual fuel operation mode

CO

0.64

CO

0.79

is offered to give the operator full fuel

NOx

11.58

NOx

8.76

flexibility and the option to inject a fixed

HC

0.19

HC

0.39

amount of gas fuel. The ME control

SOx

10.96

SOx

0.88

system will add up with fuel oil until the

PM (mg/m3)

0.54

PM (mg/m3)

0.34

required load for operation is reached.

Fig. 13

Gas fuels correspond to low-sulphur

fuels, and for this type of fuel we recommend the cylinder lube oil TBN40 to
be used. Excellent cylinder condition

ME-GI Dual Fuel MAN B&W Engines 15

Efficiency improvement measures

Overall vessel configuration

With the 300-bar fuel gas supply pres-

during gas operation

Irrespective of the type of propulsion, a

sure, a centrifugal compressor is un-

Instead of offering 20-30% lower NOx

primary requirement on board any LNG

economical. It makes sense to use a

emissions, MDT have found that a ben-

carrier is the tank pressure control. For

positive displacement pump to increase

efit in engine effficiency is to be pre-

vessels with membrane type contain-

the pressure to 300 bar. By compari-

ferred by owners. Scavenging at lower

ment systems, the tolerances are rela-

son, the power required in liquid state is

load operation is increaced by adjusting

tively small to ensure a safe operation

almost negligible (less than 1/6th). This

the closing time on the exhaust valve. It

of the tanks.

led Cryostar to offer a high-pressure liq-

was found that an up to 3.5% gain in

uid pump solution, which is then fed by

effciency can be achieved. With the re-

Cryostars solution for ME-GI en-

condensate from a reliquefaction plant,

sults in our hands, we have introduced

gines

returning any surplus condensate to

the NOx tuning mode on a majority of

Cryostar performed a study of the al-

the cargo tanks.

our gas-fuelled engines, see Fig. 14.

ternatives to ME-GI engine applica-

Gas Supply Systems

tions, based on a 170,000 m3 LNGC

Cryostars EcoRel reliquefaction plant,

hull configuration.

together with its HP pump and vapor-

Recent developments in LNG car-

izer system, provides a well-balanced

rier propulsion and cargo handling in-

The study took account of the thermal

clude dual fuel diesel-electric systems

power required to operate the sys-

(capable of burning BOG, MDO and

tem. It was noted that most vessels

EcoRel reliquefaction plant configu-

HFO), low speed diesel engines (burn-

are designed to suit the conditions for

ration

ing HFO) linked to reliquefaction plants

100% MCR operation. It is clear that

Cryostars proven EcoRel reliquefaction

and, more recently, the direct gas in-

if the vessel is operated at low load,

plant consists of a nitrogen-filled refrig-

jection engines (ME-GI), pioneered by

the power consumption drops signifi-

eration loop with a compander as the

MAN Diesel & Turbo. The ME-GI type

cantly. With the ME-GI engines being

main component. This machine com-

engines require fuel gas supplied at a

more fuel efficient than both steam and

bines three compressor stages and a

pressure of 300 bar.

DFDE propulsion, the issue of surplus

single expander stage on a common

BOG becomes significant.

gearbox. This configuration was a Cry-

solution.

ostar world-first, and it was utilised on

Results
SFOC reduces 1-3%
NOx margin is still available

8.00
6.00
4.00
2.00
0.00
-2.00
-4.00
-6.00
-8.00
-10.00
-12.00

Released in ingeine programme and CEAs

Fig. 14: SFOC/NOx tuning

16 ME-GI Dual Fuel MAN B&W Engines

25.00
Diesel reference
Gas reference
Gas NOx tuning

20

30

40

50

60

70

Engine load (%)

Diesel reference
Gas reference
Gas NOx tuning

20.00

NOx (g/kWh)

SFOC/NOx tuning
NOx margin in gas mode
SFOC reduction potential
Design limits maintained

SFOC (g/kWh)

Improving efcienc in gas mode:

80

90

100

15.00
10.00
5.00
0.00

20

30

40

50

60

70

Engine load (%)

80

90

100

a machine delivered as early as 1996.

EcoRel-S

BOG
Compressor

The nitrogen loop also incorporates a

counter-current heat exchanger, which

N2
Cold BOG
Warm BOG
Condensate

BOG
Intercooler

improves the efficiency of the N2 loop.

BOG
Desuperheater
N2 Counter Current
Exchanger

After leaving the expander, the cold

BOG
Condenser

nitrogen enters the BOG condenser,

where the BOG is condensed.

N2 Compander

The BOG loop receives gas from the

tanks, compresses it in a BOG compressor with intercooling, and passes it
through a desuperheater that precedes

Tank 5

Tank 4

Tank 3

Tank 2

Tank 1

the BOG condenser.

Fig. 15: Simplified process flow diagram

This de-superheater is a key component in the EcoRel system. It protects

The high-pressure pump and vapor-

ing chamber is vacuum insulated to

the delicate plate-fin construction of the

izer system

reduce the heat inleak and promote

BOG condenser from damage due to

The skid-mounted HP pump is driven

constant priming. Vapour return lines

rapid temperature changes. This unit

by either a gearbox or a simple belt-

allow simple return of any vapour to the

is also a major contributor to the fast

drive. The low-friction crank drive is

supply vessel. Starting is simple, with

start-up times achieved by the system.

connected to one or more pumping

protection interlocks to ensure safe op-

See also Fig. 15.

chambers where multiple seals ensure

eration. A wide flow range is possible

efficient pumping of the cryogenic liq-

by use of a variable speed drive and

uid to these high-pressures. Pressures

pressure is achieved promptly, allowing

of over 400 bar are common for this

the system to easily follow engine load

pump design, see Fig. 16. The pump-

requirements.
A typical skid is fitted with three pumping chambers to smooth out the flow.
In addition, a pulsation damper is fitted
to avoid any issues with downstream
pulsation in the fuel gas lines. Simple
control loops are used to maintain a
constant fuel gas pressure irrespective
of the flow.
Integration of reliquefaction and fuel
gas supply
Cryostar has designed a simple interface between the two systems to allow
simple operation of the fuel gas supply,
either by reliquefaction or independently
if required. The liquid supply to the HP

Fig. 16: EcoRelS high-pressure HP pump

pump is from the flash drum where the

ME-GI Dual Fuel MAN B&W Engines 17

condensate is separated after the BOG

Reliquefaction Plant

condenser. This vessel acts as a holdBOG

Compressor

ing vessel, which allows condensate to

GCU

be led to the engines or returned to the

tank. In addition, if the reliquefaction

BOG
Condenser

plant is not operating, then liquid may

be pumped from the cargo tanks to

N2 cooling system

Flash
tank

provide LNG for fuel. In this way, com-

HP
pump

plete versatility is maintained.

Vaporiser

Engines

The fuel gas supply system consists of

Vent
mast

the high-pressure liquid pump together

with a vaporizer system to ensure that
the gas enters the engines at an acceptable temperature, see Fig. 17.
Experience base
Cryostar has over 30 years of experi-

Low speed diesel engine with high pressure gas injection

Fig. 17: Combined reliquefaction plant and HP LNP pump supply system delivering high pressure fuel
gas to the ME-GI engine.

ence with reciprocating pumps, and

the reference list comprises many thousands in daily operation worldwide. The

vast majority of these cryogenic pumps

operate in conjunction with vaporizers

for high-pressure gas filling operations.

Overall vessel configuration

Very long trading routes, where max.

The typical LNG carrier with ME-GI pro-

cargo delivery is paramount

pulsion can be fitted with a reliquefac-

Either BOG or liquid fuel can be used

tion plant to:

whenever

advanta-

Thermal power consumption is lower

economically

that the technology is well established

for a combination of HP pump and

and suitable for this application.

EcoRel

control the tank pressure on short or

long voyages

geous

This experience with the supply and

control of high-pressure gas means

tained for extended periods

control the tank pressure during

idling if spot trading

The system offers full fuel flexibility

The reliquefaction plant converts BOG

In addition, Cryostar EcoRel reliquefac-

to use the cheapest fuel available

into a liquid condensate, which can

tion plants were specified by Qatargas

either gas or HFO.

either be returned to the tank or con-

sumed as fuel in gaseous form.

for the entire fleet of Q-Max vessels.

Cryostar system philosophy
Special benefits

Recent developments in LNG carrier

To be able to burn the condensate as

Below are listed special cases where

propulsion and cargo handling include

fuel on an ME-GI engine, the pressure

HP pump and EcoRel reliquefaction

low speed diesel engines (burning

must be increased considerably, and

plants offer significant benefits thanks

HFO) linked to reliquefaction plants

the temperature must be controlled

to their ability to adequately handle sur-

and, more recently, the direct gas in-

within a certain range.

plus BOG without burning it in the GCU

jection engines (ME-GI), pioneered by

(gas combustion unit):

MAN Diesel & Turbo. The ME-GI type

A typical equipment arrangement is

Vessels likely to be laden and idle for

engines require fuel gas supplied at a

shown in Fig.17. As it is more efficient to

any length of time (such as lying in

pressure of 300 bar.

increase the pressure by use of a posi-

wait before a Suez canal transit)

tive displacement pump, rather than

Long periods of low speed operation

vaporize the LNG and compress the

Spot trading if cargo is to be main-

gas in a multi-stage compressor, Cry-

18 ME-GI Dual Fuel MAN B&W Engines

ostar proposes a high-pressure pump

absorb these fluctuations. This, togeth-

The drawing in Fig. 18 shows the liquid

followed by a vaporizer to convert the

er with the gas volume downstream the

feed from the flash drum of the relique-

liquid to a supercritical fluid suitable for

vaporizer, results in almost negligible

faction plant. Surplus condensate is

injection into the engine. This system

changes to the pressure in steady-state

returned to the tanks and any shortfall

of liquid compression and vaporiza-

operations.

of liquid can be made-up using an in-

tion has been used for decades in the

termittent supply from the spray pumps

industrial gas sector with colder and

The pressure in the system is a function

to maintain the necessary buffer level in

more volatile compounds than LNG.

of the liquid flow at the pump discharge

the flash drum.

Typically, oxygen cylinders for oxy-

and the consumption by the engine/-s.

acetylene cutting and medical gases

Therefore, the primary pressure control

System safety

are filled using identical technology.

is done by adjusting the pump speed to

Sequences already exist for the cool

Thousands of operating references ex-

meet the consumption of the engines.

down, degassing and starting of the

ist with Cryostar cryogenic pumps.

Since the engine cannot operate with

reciprocating pump. Likewise for shut-

pressures below 150 bar, the initial fuel

down, depressurisation sequences are

The application of this technology for

gas pressure should be attained before

also required. These can be automat-

fuel gas supply is not more stringent

changing over to gas.

ed, as is done on some land-based ap-

than any of these other uses.

plications.
Because the pump is controlled by a

Fuel gas pressure control

variable frequency drive and the action

According to the pipework layout, purg-

Suitable measures are required to keep

of the pump is immediate, it will take

ing sequences will be required before

the pressure within tight limits so as

very short time to pressurise the sys-

maintenance. These will be developed

to avoid undesirable pulsation. As the

tem by filling the downstream volume

according to the actual installation.

pump is a reciprocating unit, there are

with fuel gas at the correct pressure. If

unavoidable pulsations due to each de-

this pressure is achieved and if engine

livery stroke. In order to smoothen (and

consumption is low, excess fuel gas will

almost eliminate) these pulsations, a

be returned to the tank by a pressure

damper is fitted to each pump skid to

control valve

Reliquefaction Plant
BOG to tank

BOG condensate

LNG
Flash

PC

PC

LC

IP pump

PC

PC
Engine

LNG return
pump

LNG
M

M
Start up bypassline

LNG

Liquid to
tank

Fig. 18: Liquid feed from LNG flash drum

ME-GI Dual Fuel MAN B&W Engines 19

BOG Reliquefaction System from

Hamworthy
In the Mark III version, the principle of
the boil-off gas compression is different
compared with previous generations of
LNG reliquefaction systems. The boiloff gas (BOG) is evacuated from the
LNG tanks by a three-stage centrifugal
type BOG compressor with subsequent
cooling after each stage, see Fig. 19.
The BOG with vapour header temperature is preheated up to near ambient temperature in a heat exchanger
upstream the BOG compressor. This
allows

application

of

conventional

compressors because there is no re-

Fig. 19: Process description of LNG reliquefaction system (Mark III, 3rd generation)

quirement for cryogenic materials. This

cooler configuration ensures that the
heat from the compression work can

trifugal compressor and a single ex-

The cold nitrogen continues through

be water-cooled in the intermediate

pander on a common gearbox.

the warm part of the cryogenic heat

stage and in the aftercoolers. The

exchanger, see Figs. 19 and 20.

BOG is preheated in a heat exchang-

After the third-stage cooler, the stream

er utilising the high-pressure nitrogen

is split in two different streams. One

LNG high-pressure liquid pump

stream taken downstream the nitrogen

stream is used to preheat the BOG in

system

compander after the cooler. A patent

a separate heat exchanger (preheater),

Condensate from the BOG reliquefac-

is pending for the Mark III system with

and the other is led to the warm part

tion system or LNG from the cargo

preheater and ambient temperature

of the cryogenic heat exchanger. After

tanks supplied with the cargo pumps is

BOG compression.

heating the BOG, the two streams are

sent to the fuel gas supply system. This

mixed again and reintroduced into the

system consists of a booster pump, a

At this pressure, the vapour is cooled

cold box core. If the fuel gas supply

high-pressure pump and a heater unit.

to about 160C in a cryogenic platefin

system is integrated with the relique-

heat exchanger downstream the BOG

faction plant, a third nitrogen stream is

After pumping LNG to the pressure

compressor. This ensures condensa-

taken out after the cooler.

required, LNG above the supercritical

tion of hydrocarbons to LNG.

pressure is heated in a heat exchanger

In the cryogenic heat exchanger, the

(LNG vaporiser) to the temperature re-

A special feature of the Hamworthy rel-

nitrogen is pre-cooled and then ex-

quired. The high-pressure gas is then

iquefaction process is the fact that for

panded to almost compressor suction

fed to the dual fuel engine, see Fig. 21.

LNG with a high content of nitrogen,

pressure. The gas leaves the expander

not all the nitrogen is condensed at

at a temperature below 160C and is

The discharge pressure of the high-

160C.

returned to the cold part of the cryo-

pressure pump is 300 bar at 100% en-

genic heat exchanger.

gine load.

Nitrogen gas is compressed in a compander unit comprising a 3-stage cen-

The system is based on an evaporation of LNG at high-pressure with heat

20 ME-GI Dual Fuel MAN B&W Engines

Fig. 20: Process integration between the LNG reliquefaction system and fuel gas supply system for dual fuel ME-GI engine

exchanging by means of an intermedi-

LNG in the engine room in case of an

In that case, the process water loop will

ate brine loop. Engine jacket water or

internal leakage in the vaporiser. The

be considered an intermediate loop.

steam is used as the heating medium.

intermediate media is a brine mixture.

In order not to use jacket water or

If process water from the BOG com-

In the LNG vaporiser, the cold duty is

steam from the engine room directly

pressors or compander is considered,

removed from the LNG while it is heated

in the heat exchanging with LNG, a

direct heating should be considered to

to engine requirement. The cold duty is

closed brine loop is used to heat the

reduce the energy loss in the system.

removed by a heating source and is not

LNG. This prevents the risk of getting

utilised. For this reason, Hamworthy

LNG vaporator (1)

Pulse damper (1)

Optimiser (1)

HP LNG pump (2)

Brine circulationpump (2)

Brine heater (1)

Fig. 21: High-pressure gas supply system from Hamworthy, including 2 x LNG pumps and a vaporiser (size 7 x 3 x 2 m)

ME-GI Dual Fuel MAN B&W Engines 21

gas to the gas combustion unit (GCU),

the BOG reliquefaction system and the

Laby-GI Compressor from

Burckhardt Compression

gas supply system so as to reduce the

Combined with a compressor gas sup-

of BOG and many more.

overall power consumption.

ply system, The ME-GI propulsion en-

has optimised the complete process of

dual fuel gensets, parallel reliquefaction

gine will utilise the BOG (boil-off gas)

Laby-GI key components

The main objective is to utilise the cold

coming from the ship storage tanks.

Handling of cryogenic natural gas with

duty taken out, before the LNG reaches

The key component of the fuel gas sup-

suction temperatures below 160C in

the evaporator, and use it to cool the

ply is the Laby-GI fuel gas compres-

the pressure range of 10 to 50 barg (1.0

BOG reliquefaction system. This heat

sor from Burckhardt Compression. The

to 5.0 MPa g) is a common application

exchange is performed in a unit referred

pressure range of 150-300 bar will cov-

in many on- and offshore LNG or LPG

to as the optimiser, which operates in

er the main operating range required by

facilities worldwide. With its unique lab-

parallel to the cold box. This has the ef-

the ME-GI dual fuel engines from MAN

yrinth sealing technology, the Laby-GI

fect that part of the nitrogen, from the

Diesel & Turbo.

compressor design has demonstrated

nitrogen cycle and at ambient condi-

a performance that is second to none

tion, is cooled by heat exchanging with

Design concept

the pressurised LNG. This is all done

Various design options have been

in the optimiser. The nitrogen stream

evaluated during the last four years of

The Laby-GI fuel gas compressor is

is cooled to about the inlet expander

compressor and system development.

designed for the same low suction

temperature, and is mixed with nitrogen

The concept described here is based

temperatures as the Laby-GI. The only

from the cold box.

on the installation of two Laby-GI fuel

difference is the extension of the pres-

in this field.

gas compressors each capable of

sure range up to 300 bar. Therefore,

The optimiser can only be in operation

handling 100% of the emerging BOG.

the three oil-free labyrinth-sealed, low-

when the BOG reliquefaction system is

Thereby, the diesel engines themselves

pressure stages are complemented

working and the engine is being fuelled

will consume 50% each of the com-

with two stages of piston ring sealing

with LNG. If the reliquefaction system

pressed gas. The main compressor will

systems, comparable to the proven API

is stopped or the optimiser is not heat-

be operating continuously to ensure full

618 design. All five stages are com-

ing the LNG sufficiently, the standalone

redundancy and the second unit can be

bined in a vertical crank gear and form

vaporisation system will heat the gas

started manually in case of a malfunc-

the six-crank Laby-GI fuel gas com-

sufficiently before it enters the engine.

tion. We will focus on this design in the

pressor. As a result of mass balancing,

following description. Other design op-

the compressor will be free from vibra-

tions are explained in a later chapter.

tions and moments, see Fig. 22.

with the BOG reliquefaction plant, a

There are many parameters influenc-

The optimised piston sealing technol-

very compact installation is achieved.

ing the design of an efficient fuel gas

ogy a combination of labyrinth sealing

supply system. For example, the total

and piston ring sealing of the five-stage

amount of BOG is highly dependent

compressor, results in ultralong lifetime

on the ship operation cycle (laden or

of the sealing elements. Careful thermal

ballast voyage) and the tank pressure

design and material selection means

level. This may result in extreme oper-

that it is not necessary to precool the

ating conditions for the fuel gas com-

compressor or to heat the gas prior to

pressor, from ultra cold to warm start-

startup. The combination of a rugged

up temperatures. Other factors can be

design and well-proven equipment en-

the gas composition, handling of forced

sures the longest mean time between

or natural BOG (fBOG or nBOG), the

overhaul (MTBO) for this and related

simultaneous delivery of low-pressure

applications.

By installing the gas supply system in

the cargo compressor room together

22 ME-GI Dual Fuel MAN B&W Engines

Fuel gas compressor engineering

5
e 4/
stag e
lub

e1
stag
not
led
coo

5
e 4/
stag e
lub

The engineering of the compressor plant

e1
stag
not
led
coo

is a very important issue when it comes

to optimum performance and reliability.
Static and dynamic mechanical analysis,

e2
stag
e 3 cooled
g
a
t
s
led
coo

analysis of thermal stresses and pulsation and vibration issues of the compressor and its related equipment, e.g. gas
piping, pulsation vessels, gas coolers,
etc.

heat barrier
1st stage

Each compressor stage is followed by

an intercooler to fully control the inlet
temperature of the following stage. Fig.

ballancing weights
on cross-head

23 shows a simplified P&I diagram of the

compressor. Bypass valves are provided
over stage one, stages two and three,
and stages four and five. These valves
regulate the flow in the compressor according to the engine set pressure within
the defined system limits. The entire
plant layout is designed according to a
zero-vent philosophy. Any BOG in the

Fig. 22: Compressor cross-section

compressor will be led fully controlled

Vent

back to the cargo containment system.

Pset signal form ME-GI

PCV 01

1st stage

PCV 03
2nd stage

3rd stage

PCV 04

4th stage

5th stage

TCV 01
Legend
PCV01
TCV 02

P
PCV 02

To GCu / Reliquefaction
Prange :
3.5 to
6.5 bar
Trange : -4.5 to +4.5 C

Bypas control valve for ME-GI supply

pressure and tank pressure
PCV02
Side stream control valve to limit
discharge pressure 1st stage (delivery to
GCU and Reliquefaction)
TCV01/02 Temperature cintrol valve to limit
suction temperature 2nd stage
PCV03
Bypass control valve to limit
discharge pressure 3rd stage
PCV04
Bypass control valve to limit
discharge pressure 5th stage

Fig. 23: Simplified P&F compressor diagram

ME-GI Dual Fuel MAN B&W Engines 23

Compressor safety

If the amount of nBOG decreases, the

livered gas returned to the suction side

Safety relief valves are provided at the

compressor must be operated at part

of the compressor.

discharge of each compression stage

load to ensure a stable tank pressure,

to protect the cylinders and gas system

or fBOG must be added to the gas sup-

Power saving mode

against overpressure. Stage differential

ply. If the amount of nBOG increases,

Economic regulation of a multi-stage

relief valves, where applicable, are in-

resulting in a higher-than-acceptable

compressor is most efficiently execut-

stalled to prevent compressor exces-

tank pressure, the control system must

ed using a gas recycle around the first

sive loading.

act to send excess gas to the gas com-

stage of compression. The ME-GI re-

bustion unit (GCU).

quired set-pressure is therefore taken

Pressure and temperature instrumenta-

as control input directly to the com-

tion for each stage is provided to en-

The main control variable for compres-

pressor first-stage bypass valve, which

sure adequate system monitoring alarm

sor operation is the feed pressure to the

will open or close until the actual com-

and shutdown. Emergency procedures

ME-GI engine, which may be subject to

pressor discharge pressure is equal

allow a safe shutdown, isolation and

controlled or instantaneous change. An

to the set-pressure. With this method

venting of the compressor gas system.

adequate control system must be able

of control, BOG delivery to the ME-GI

to handle such events as part of the

is regulated without any direct meas-

The safety of the entire system has

normal operating procedure. The re-

urement and control of the mass flow

been proved by various HAZID/HAZOP

quired gas delivery pressure varies be-

delivered. If none of the above control

studies performed by such shipyards as

tween 150 and 300 bar, depending on

limits are active, the controller is able

Daewoo Shipbuilding and Marine En-

the engine load. The compressor must

to regulate the mass flow in the range

gineering, Samsung Heavy Industries

also be able to operate continuously in

from 0 to 100%, see Fig. 24.

and Hyundai Heavy Industries, and by

full recycle mode with 100% of the de-

fleet operators like Nakilat, ExxonMobil,

Shell, Chevron, BG and Conoco Philips

Capacity Control Concept General

and, furthermore, by certification societies like DNV, ABS and Lloyds Register.

Design Point

100%

The results of these studies have been

Recycle 1st stage

fully implemented in the control con-

Min injection
pressure

cept.
Valve Unloading 50%
& Recycle 4/5th stage

The primary function of the compressor control system is to ensure that the
required discharge pressure is always
available to match the demand of the

Shaft Power [kW]

Control requirements for the fuel

gas system

Max injection
pressure

Valve Unloading 50%

& Recycling 4/5th stage
& Recycle 1st stage
50%
Valve Unloading 50%
& Recycling over all

main propulsion diesel engines. In doing so, the control system must be able
to adequately handle the gas supply
variables, such as tank pressure, BOG
rate (laden and ballast voyage), gas
composition and gas suction tempera50%

ture.

Mass Flow [kg/h]

Fig. 24: Capacity control concept

24 ME-GI Dual Fuel MAN B&W Engines

100%

Simulation and test

Laby-GI

The concept ME-GI engine and relevant propulsion components, including

BOG

the entire fuel gas system, was successfully tested in a combined process

ME-GI
Stage 1-2

simulation by Kongsberg Maritime.

Stage 3-5

Reliquefaction system and Laby-GI

compressor integration

Stage 1-3

Burckhardt Compression and Hamwor-

VENT

Nitrogen loop

thy Gas Systems have developed a solution that integrates the Laby-GI compressor in the Mark III reliquefaction

Expander

system from Hamworthy Gas Systems

(see Fig. 25). The Laby-GI compressor
will substitute the normal BOG low-duty
compressor upstream the Mark III sys-

LNG

tem. After the first or second stage, at

56 bar, the gas can be partly or fully

Fig. 25: Integrated compressor and reliquefaction system

diverted to the reliquefaction system.

When the ME-GI engine is running in
gas mode, the compressor sends the
BOG directly to the engine, thereby
bypassing the reliquefaction system.
Bypassing of the reliquefaction system
can be necessary when operating in
ballast condition and the BOG amount
is insufficient for fuelling the ME-GI engine.

ME-GI Dual Fuel MAN B&W Engines 25

TGEs Cascade Reliquefaction System

Power Consumption [kW]
5.000

TGEs cascade type reliquefaction system for LNG BOG on LNG carriers has
been developed in cooperation with

4.500

MAN Diesel & Turbo and Burckhardt

Full Reliquefaction + HP-Pump

with focus on high efficiency and, there-

4.000

by, low operating costs. The goal is to

reliquefy the excess BOG that is not

3.500

Excess Gas Relig. with Nitrogen Compander

used for propulsion, especially during

3.000

times of low fuel consumption. Fig. 26

compares the following three system

2.500

configurations:

Excess Gas Reliq. with Cascade

the existing plants with full relique-

2.000

faction and a high-pressure pump

fuel gas system

1.500
0%

excess gas reliquefaction with a ni-

10%

20%

30%

40%

50%

60%

70%

80%

trogen cycle

90% 100%
Engine Load

excess gas reliquefaction combined

with the cascade technology.

As described in the previous chapter,

Fig. 26: Comparison between existing plants using full reliquefaction with high-pressure pump fuel gas
system, excess gas reliquefaction with a nitrogen cycle, or excess gas reliquefaction by way of the cascade technology.

the cascade technology is based on

two refrigerant cycles. The BOG is liq-

further comfort to the operability of the

has vast experience and know-how in

uefied against ethylene, which in turn is

system.

the design and application of cascade

liquefied against propylene.

reliquefaction systems, which have

The use of a cold box, combining all

been a standard technology on such

A unique design feature of the system

streams of the cascade cycle, ensures

carriers for decades, see Fig. 27. It

is the integration of the ethylene com-

a high efficiency and a compact design.

has been a logical step to upgrade this

pression into the BOG compressor. The

first and the second stages are used

technology for excess BOG reliquefacThe main advantages of a cascade liq-

tion of large LNG carriers and provide

for refrigerant (ethylene) compression,

uefaction system are:

an efficient and reliable solution.

making use of the existing compressor

phase transition

Sub-conclusions

High liquefaction pressure

The market demands a highly reliable

BOG and ethylene compression in

gas supply system with individual de-

one compressor

sign flexibility. Sizing options, such as

Standard oil injected screw com-

50%, 75% or 100% fuel gas system,

pressors for the propylene cycle.

based on the engine demand in com-

stages.
The energy efficient mass flow control
concept of the Laby-GI has been
adapted to the combined duty of ethylene and BOG compression. The bal-

High efficiency of refrigerant due to

anced frame design guarantees the

bination with alternative reliquefaction

possibility to operate the compressor

The use of oil-lubricated screw com-

solutions, can easily be integrated into

in the flow range 0-100%, with any

pressors is part of the philosophy to

the Laby-GI design. This compressor is

suction condition and supply pressure

use proven components to the benefit

therefore the most adaptable solution

to consumers. The excellent capacity

of the owner and operator. Being the

for the ME-GI propulsion system when

control of the screw compressors adds

world market leader in the supply of

it comes to fuel flexibility.

cargo plants for ethylene carriers, TGE

26 ME-GI Dual Fuel MAN B&W Engines

Fig. 27: Cascade reliquefaction plant for LNG carriers developed by TGE and Burckhardt Compression.

The GI engine requires pressurised

costs add to keep lifecycle costs on a

ME-GI for Container Ships, Tankers

and Bulk Carriers

very low level. Preventive maintenance

In recent years, we have seen an in-

The technology to pressurise the LNG

and service work can easily be done

crease in fuel prices, and especially

and evaporate it at this high pressure

by the crew, as the Laby-GI compres-

in the US we see a situation where it

is available, and solutions have been

sor system is the simplest and non-

is economically feasible to fuel a mer-

developed by HGS, TGE, DSME, Cry-

complex fuel gas system available. The

chant vessel with LNG instead of con-

ostar, HHI and now also MHI.

complete system is inhouse engineered

ventional HFO. If the propulsion power

and customised to fit the MAN Diesel

of the vessel is delivered by an ME or

Common for these system is that they

& Turbo ME-GI propulsion system. It

ME-C type engine, then it is also pos-

comprise the following:

is also the only gastight design on the

sible to convert it to run on gas.

High reliability and low maintenance

gas at a max. pressure of 300 bar.

Reciprocating LNG pump to generate the high pressure.

market that can avoid gas losses and

pollution. The possibility to retrofit the

A number of studies have already been

Laby-GI as a fully skid-mounted unit

made by all the major yards and classi-

(see Fig. 24) makes the system very in-

fication societies, and gas fuel designs

teresting not only to newbuilt carriers,

therefore exist for almost all types of

but also for the existing fleet. The first

ships. Basically, the space required for

Laby-GI compressor was installed on a

the LNG tanks is almost 2.5-3 times the

floating storage and regasification unit

size of an HFO tank system due to the

(FSRU) in 2009.

lower LNG density and the heavy insu-

Automatic pump control system to

control the pressure according to the
engine delivery pressure.

Heat exchanger to heat LNG according to required engine temperature.

Buffer volume to dampen out pulstions from the pressure generation.

lation required to keep the LNG cold.

ME-GI Dual Fuel MAN B&W Engines 27

As an example, the gas supply sys-

Concluding Remarks

tem utilises a Cryostar LNG pump fed

To enter the market for a demanding

by the LNG fuel pumps placed in the

application such as an LNG vessel calls

LNG tank, and with a head sufficient to

for a high level of knowhow and care-

be used as booster. The Cryostar HPP

ful studies by the shipyard, the engine

reciprocating pumps are driven through

builder, and the maker of the gas supply

variable frequency drives (VFD), so

system as well as the engine designer.

that the pump speed can be adjusted

to follow the engine load diagram that

Several fuel gas supply systems are

reflects the fuel demand of the engine.

available and have now also been tested and are on order. The first 70-bore

At this time, it is expected that one

ME-GI will go into service in June 2015,

high-pressure pump is installed, no re-

and several more will follow soon after.

dundancy is necessary, but this can be

For newbuild LNG carriers, the boil-off

discussed with the shipowner. Redun-

rate has been lowered from 0.15%/day

dancy in the fuel choice already exists

to 0.08%/day by increasing the insula-

with the ME-GI.

tion layer on the LNG cargo tanks. This

has resulted in that excessive BOG are

The Cryostar high-pressure LNG pump

gone when the two-stroke ME-GI en-

will be used to increase the pressure

gine is operating at normal ship speed.

to a maximum of 250-300 bar and

This makes the basic Laby-GI com-

pass the LNG through a heliflow heat

pressor solution very economically at-

exchanger. The gas is evaporated and

tractive for owners considering use of

transferred to a 300-bar buffer capacity

only gas as fuel on their LNG carriers.

system. The buffer system is needed to

dampen out pulsations in the system.

Thus, for LNG carrier owners interested

in full fuel flexibility, a gas supply sys-

Depending on the layout of the sys-

tem combined with a full reliquefaction

tem, the buffer volume could also be

plant is recommended.

included in the high-pressure pipe volume. The heliflow heat exchanger, also

Also for other ship types, technical so-

called the HP vaporizer, requires a heat

lutions exist to use gaseous fuel. At

source to vaporise the LNG, and this

present, the lack of LNG bunkering fa-

can be taken as hot water directly from

cilities seems to be the biggest hurdle

the cooling system of the ME-GI. Alter-

to overcome. Projects are ongoing to

natively, steam can be used to heat the

establish LNG facilities. Therefore, in

LNG. It is also possible incorporate an

some parts of the world, e.g. Stock-

intermediate heating loop using either

holm and the port of Zeebrygge, LNG

brine or glycol water if requested.

is already available. However, the US

seems to be showing the way by order-

The energy required by the HPP LNG

ing a large number of gas fuel container

pump is very low, and corresponds to

ships.

less than 0.5% reduction of the efficiency of the ME-GI engine compared with
an ME-C type engine.

28 ME-GI Dual Fuel MAN B&W Engines

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. CopyrightMAN Diesel & Turbo.
5510-0063-06ppr Aug 2014 Printed in Denmark

MAN Diesel & Turbo

Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
info-cph@mandieselturbo.com
www.mandieselturbo.com

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