MAN B&W

ME-LGIP
dual-fuel
engines

Dual-fuel technology reshapes

the future two-stroke engine operation
2 MAN Energy Solutions
MAN B&W ME-LGIP dual-fuel engines

MAN B&W
ME-LGIP
dual-fuel
engines
Dual-fuel technology reshapes
the future two-stroke engine
operation
 3

Content
Concept descriptions .6
Fuel injection system design .7
LPG auxiliary system design .9
Test results .12
Ship designs .15
Feasibility .18
Retrofit opportunities .21
Conclusion .22
Bibliography .23
4 MAN Energy Solutions
MAN B&W ME-LGIP dual-fuel engines

This paper describes the most recent fuel-cost

optimised and environmentally friendly dual-fuel
two-stroke engine from MAN Energy Solutions, the
MAN B&W ME-LGIP. The paper concerns the
complete system, from tank and supply to injection.
The feasibility of LPG operation compared to HFO
operation is investigated for three different vessel
types. The LGIP concept is also suitable as a
retrofit solution, applicable for more than 3000
ME-C type engines in service.

In July 2018, MAN Energy Solutions’ The diesel combustion cycle offers a engine is able to operate satisfactory
(MAN ES) order book for two-stroke very stable combustion with very low under these conditions.
low-speed dual-fuel engines passed cycle-to-cycle combustion pressure
210 engine orders. This achievement variations, thereby maintaining an equal The ME-LGI concept offered today for
proves the customers confidence in the distribution of load on all cylinders and LPG operation is not new as MAN ES
dual-fuel engine concept. with an insignificant fuel slip. In a diesel has already received orders for 11
process, the fuel gas is injected when methanol engines based on the ME-LGI
In 2018, the world’s first order for the the piston is close to the top position engine concept. Seven of the methanol
ME-LGIP dual-fuel MAN B&W engine and burned immediately during the engines are already in operation, and
for operation on liquefied petroleum injection. A two-stroke gas diesel by July 2018, they had achieved more
gas (LPG) was placed by Exmar with its engine therefore has the same than 25,000 running hours on methanol.
2 + 8 orders of the 6G60ME-LGIP fundamental characteristics as any
engine for their new very large gas conventional two-stroke diesel engine in The scope of this paper is to describe
carriers (VLGCs). These ships will be terms of fuel efficiency, power density, the engine technology behind the LPG
built at Hanjin Subic Shipyard in the load acceptance and low emission of system on the ME-LGIP engine,
Philippines. hydrocarbons. Fundamentally, any gas including the LPG fuel supply system
quality may be burned in a gas diesel and the auxiliaries related to running
This order proves that the market has engine, with the limits set only by the the LPG engine. In early July 2018, the
acknowledged the advantages of the fuel supply and fuel injection systems world’s first two-stroke LGIP engine
two-stroke dual-fuel engines utilising and with the gas quality affecting was successfully operated on LPG on
the diesel cycle combustion process to neither fuel efficiency nor engine power. the research engine at MAN ES’
burn gas, and LPG is now another fuel Research Centre in Copenhagen. This
option that can been used in the This means that the LPG engine has a paper further describes the results from
two-stroke dual-fuel gas engine well-controlled combustion process, the very first engine tests to the latest
portfolio. which is one pre-condition for handling design of the ME-LGIP concept on the
fast load changes as well as stable LPG engine.
When initiating the development of running during heavy weather, tropical
engines for operation on LPG, a close and arctic conditions. During such This paper also describes retrofit
study on available technologies was conditions, the engine will also be able opportunities of MAN B&W ME-C
carried out and it was decided to use to follow load changes without loss of engines, which can all be equipped
the ME-LGI injection concept for engine efficiency. It should be noted with LGIP components and become
injection of LPG, i.e. utilising the diesel that heavy weather conditions occur in LPG-fuelled ME-GI engines. The
combustion principle, which is also most parts of the world on a regular ME-LGIP engines are included in MAN
applied for other low flashpoint fuels basis. In the North Sea for example, ES’ two-stroke engine programme
such as methanol. this condition occurs around 20% of offering gas engines for all kind of ships
the time, making it imperative that the utilising two-stroke engine propulsion.
 5

LPG engines and environmental IMO has lately agreed to look into ways
regulations of reducing VOC emission, and it is
expected that all VOC has to be either
The costs of fuel for operation within used as fuel on board or burned in a
stricter shipping and environmental gas combustion unit (GCU).
regulations in the marine market, led
MAN ES to identify the need to develop
a range of engine technology platforms
that enable vessels to run on alternative
fuels, which offer enhanced
environmental benefits at reduced cost.

The first order regarding application of

this novel technology for LPG is for gas
carriers traditionally operating with
conventional fuel-burning engines. With
a viable, convenient and comparatively
cheap fuel already on board, it makes
sense to save time for bunkering by
using a fraction of the cargo to power
the vessel, which brings important
environmental side benefits. In this
respect, the ability of the ME-LGIP
engine to run on LPG, a sulphur-free
fuel, offers great potential for compliant
ship operation within SECA zones.

Both new and coming emission

legislations have also contributed to the
interest in gas as an alternative fuel
compared to HFO, MDO and MGO. The
emission legislation is mainly designed
to protect coastal areas from SOX and
NOX emissions, but the introduction of
the energy efficiency design index
(EEDI) in 2013, using fuel carbon
content as a calculation tool, and the
latest outcome of the IMO meeting held
in April 2018 shows that CO2 emissions
are still very much in focus. The use of
LPG as the fuel in MAN B&W
two-stroke engines will reduce the CO2
emission by up to 13%, when
compared to MDO and up to 18% when
compared to HFO. As an additional
feature, the LPG engine has great
potential for being a solution to handle
the volatile organic compound (VOC)
issue in shuttle tankers and other crude
oil carriers as the engine holds novel
options for burning the liquid volatile
organic compound (LVOC) of the VOC.
The engine can burn any mixtures of
propane and butane, and furthermore,
the mixture can contain significant
amounts of ethane. All heavier
hydrocarbons normally contained in the
LVOC can also be used.
6 MAN Energy Solutions
MAN B&W ME-LGIP dual-fuel engines

Concept
descriptions
MAN B&W ME-LGIP engines are – Filtrated to a level of 10 micron to the LPG tank via a recirculation line.
designed for dual-fuel operation with absolute. The same recirculation line is used to
LPG as low-flashpoint fuel. recover LPG from the engine, whenever
LPG is supplied from an LPG tank to the LPG operation is stopped.
The LPG conditions at the engine must the low-flashpoint fuel supply system
be: (LFSS) shown in Fig. 1, which provides Detailed descriptions of the
the required LPG fuel conditions at the components in the fuel injection and
– Pressure: 50 ± 2 bar injection valve. During operation, a LPG auxiliary systems are given in the
– Temperature: 25-55°C certain amount of the LPG is returned following sections.

N2 + service tank vent Vent N2 vent Vent Vent Vent air outlet

5 Dry air inlet

Knock-out Knock-out Knock-out 6
drum C drum B drum A
(supply) (bleed) (engine)
HC FS
FVT
Tank Gas
3 safe
area ▸

Service LFSS
1 tank 2 LS
LP HP Heater/
pump cooler Gas
pump safe
area ▸

MAN B&W
ME-LGIP
engine
Nitrogen
Cooling supply
water 4

1 LPG service tank 2 Low-flashpoint fuel supply system 3 Fuel valve train 4 Nitrogen storage 5 Knock-out drums

Fig. 1: Conceptual diagram of the ME-LGIP supply system at the Research Centre in Copenhagen.
 7

Fuel injection
system design
The main components for the LGIP with two main functions: order to provide additional safety,
system are the LPG injector (FBIV-P), separate control units in the engine
the gas control blocks, pipes and the 1. To pressurise or boost the LPG to control system (ECS) are used to
accumulators. In general, the ME-LGIP the desired injection pressure control these two valves, independently.
is designed as an add-on system to the 2. To ensure the correct timing and
ME engine, similar to the concept for duration of the LPG injection. The function of the FBIV-P is as follows:
ME-GI (LNG) and LGIM (methanol). Liquid LPG is supplied to the FBIV-P
The LPG pressurisation is controlled by plunger chamber at a pressure of 50
The FBIV-P shown in Fig. 2a is the LPG the electronic window valve (ELWI), bar. The chamber fills up and returns
injection valve. FBIV-P is an which provides a window function and the plunger to the top position as
abbreviation of fuel booster injection the injection timing is controlled by the shown in Fig 2b (yellow). High-pressure
valve for propane, and it is designed electronic gas injection valve (ELGI). In hydraulic oil boosts and increases the

a b
Hydraulic oil

Control oil

Plunger

Sealing oil

Suction valve Low-pressure

LPG supply

Non-return valve

Detection
channel
Thrust piece

Cut off shaft

Fig. 2a and 2b: FBIV-P

8 MAN Energy Solutions
MAN B&W ME-LGIP dual-fuel engines

LPG pressure to 600-700 bar, which is The sealing oil system is a single-line Furthermore, the safety concept
the injection pressure, see Fig. 2c system, which means that there is no requires that all LPG lines in the engine
(orange). When 80 bar is reached circulation of the oil. Sealing oil, which is room are designed with double-wall
during the pressurisation, the supplied at 300 bar from the piping with a ventilated outer pipe. Any
non-return valve, (NRT) opens. The ME-system, is reduced to 80 bar and the potential leak from seals is vented to
NRT is part of the safety requirements, small amount of sealing oil transferred to the outer pipe in order to avoid the risk
it secures against any unintentional the LPG supply line is mixed with LPG of leakage to the engine room.
supply of LPG to the combustion and combusted in the engine. Hydrocarbon (HC) sensors monitor for
chamber by the 50 bar supply pressure. leakages and an alarm is raised if an
To empty the FBIV-P of LPG, nitrogen LPG leakage is detected.
To secure that LPG cannot penetrate is used. This is supplied through the
into the hydraulic oil, the two systems LPG lines by making a change-over in
are separated with sealing oil as shown the fuel valve train (FVT). Purging does
in Fig. 2d (green). The design concept thereby not require additional valves
allows sealing oil of 80 bar to separate etc., as only the normal supply and
the 50 bar LPG supply line from the return lines are used in order to return
hydraulic oil. the LPG to the tank.

c Hydraulic oil d

LPG inlet

Detection
High-pressure Sealing oil channel
LPG supply

LPG return

Detection channel

Fig. 2c and 2d: FBIV-P

 9

LPG auxiliary
system design
The main components of the ME-LGIP the LFSS contains the valves and Nitrogen system
supply system shown in Fig. 1 are: control systems to maintain the
pressure and temperature at varying Nitrogen needs to be available for
1. LGP service tank engine consumptions. purging after normal ME-LGIP
2. Vent systems and knock-out drums operation and for the purpose of gas
3. Low-flashpoint fuel supply system A number of suppliers already offer freeing prior to maintenance and
4. Fuel valve train LFSS, for example Alfa Laval, Wärtsila, tightness testing after maintenance.
5. Nitrogen system Babcock and TGE. Furthermore, MAN Therefore, the nitrogen system must be
6. Double-walled ventilation system ES is in the process of developing a able to deliver a certain flow at a
pump unit that can be integrated in the pressure higher than the service tank
The following sections describe the overall system. pressure.
main components of the LPG supply
system and the sequences of LPG The required nitrogen setup can be
operation. Fuel valve train achieved by a nitrogen booster and
bottle bank if the vessel already has a
The FVT represents the interface nitrogen generator on board.
LPG service tank between the ME-LGIP engine and the Alternatively, a skid containing nitrogen
auxiliary systems. The FVT is intended generation, booster and storage
During ME-LGIP operation, the for safe isolation of the engine during facilities can be made available from
recirculated LPG will be heated in the shutdown and maintenance and various suppliers.
engine and it may contain traces of oil provides nitrogen purging
from the injection valves. In order to functionalities. The purging
prevent oil contamination of cargo or functionality ensures a safe Vent systems and knock-out drums
fuel tanks, the recirculated LPG must environment on the engine after
be returned to a dedicated service tank shutdown. The vent system consists of a number
of a certain size. During purging of the of vent masts with knock-out drums,
engine, the same tank can be used for The FVT has the quality standard which in the event of a system leakage
nitrogen separation and bleed off from necessary for reliable safety functions, and shut down of LPG operation,
the recovered LPG. The tank capacity and ultimately it ensures a safe and ensure that no liquid is released via the
and design pressure are functions of reliable operation of the ME-LGIP vent system. Furthermore, in the event
the overall system setup. engine. Therefore, MAN ES reviews an that the return line is blocked during
FVT design in order for any potential engine stop, the engine must be able to
From the service tank, a built-in or FVT vendor to become an approved release the on-engine LPG volume to a
external low-pressure pump will supply supplier. knock-out drum, which must be sized
the pressure needed for the for this purpose. The vent systems
high-pressure pump in the LFSS. The company Eltronic, which has exten- must be separated to ensure that safe
sive experience with ME-GI dual fuel isolation of the engine is not bypassed
engines from MAN ES, has developed by the vent system.
Low-flashpoint fuel supply system the prototype LPG FVT for Research
Centre Copenhagen, and they have an
The LFSS will contain the equipment FVT available for commercial purposes.
needed to ensure the required The commercial LPG version will be
temperature, pressure and fuel quality split in a supply valve train and a return
on the engine, i.e. a high-pressure valve train for increased flexibility in the
pump, a heater and filters. Furthermore, ship design process.
10 MAN Energy Solutions
MAN B&W ME-LGIP dual-fuel engines

Double-wall ventilation system no circumstances liquid is released via

the vent masts.
In order to detect leakages from the
engine room systems and direct these Throughout the entire operation, the
to a safe location, the LPG systems and double-walled ventilation system, which
piping inside the engine room are is well-known from MAN ES’ existing
double walled. A constant flow of dual fuel engines, will detect any LPG
ventilation air is kept in the outer pipe in leakage and direct it away from the
accordance with IMO requirements. engine room.
The system is already used on other
MAN B&W dual fuel engines. A
constant supply of dry air ensures the
corrosion resistance of the system.

Sequences of ME-LGIP operation

The main sequences and the

corresponding functions of the LPG
fuel system are described in Fig. 3 and
in the following section.

When the engine is not in LPG

operation, the LPG fuel systems inside
the engine room are depressurised and
completely isolated from the supply and
return systems by means of the double
block and bleed arrangements in the
FVT. Prior to every start, as shown in
the first part of Fig. 3, the systems will
be pressurised by nitrogen in order
verify the tightness of the system.

The second part of Fig. 3 shows the

fuel system during LPG operation. LPG
is supplied from the LPG tank via the
fuel supply system to the engine. A
small portion is continuously
recirculated to the LPG fuel tank to
constantly maintain the required fuel
condition on the engine.

When LPG operation is stopped, as

shown in the third part of Fig. 3, the
LPG on the engine is transferred to the
LPG tank by means of nitrogen
pressure, which will push back the
LPG. When purging is complete, the
FVT will once again ensure that the
engine room systems are isolated from
the supply and return systems.

Thereafter, the engine systems will be

depressurised, see the fourth part of
Fig. 3. Only a minor amount of LPG will
be released via the vent masts during
the depressurisation process. The
knock-out drums will ensure that under
 11

1 Ready to start LPG operation Vent N2 vent Vent Vent Vent air outlet LPG liquid
N2
LPG is filled to the FVT Dry air inlet LPG vapour
Engine systems are under nitrogen pressure Knock-out Knock-out Knock-out
drum C drum B drum A Mixed N2 and LPG
N2 + service tank vent (supply) (bleed) (engine) HC FS
FVT
Tank Gas
safe
area ▸

Service LFSS
tank
LS
LP HP Heater/
pump cooler Gas
pump safe
area ▸

MAN B&W
ME-LGIP
engine
Nitrogen
Cooling supply
water

2 LPG operation Vent N2 vent Vent Vent Vent air outlet LPG liquid
N2
LPG is supplied to the engine Dry air inlet
A small portion is recirculated LPG vapour
Knock-out Knock-out Knock-out
drum C drum B drum A Mixed N2 and LPG
N2 + service tank vent (supply) (bleed) (engine) HC FS
FVT
Tank Gas
safe
area ▸

Service LFSS
tank
LS
LP HP Heater/
pump cooler Gas
pump safe
area ▸

MAN B&W
ME-LGIP
engine
Nitrogen
Cooling supply
water

3 LPG stop: Liquid freeing Vent N2 vent Vent Vent Vent air outlet LPG liquid
N2
The FVT isolates the supply line Dry air inlet
LPG is pushed back to the service tank by nitrogen pressure Knock-out Knock-out Knock-out
LPG vapour
drum C drum B drum A Mixed N2 and LPG
N2 + service tank vent (supply) (bleed) (engine) HC FS
FVT
Tank Gas
safe
area ▸

Service LFSS
tank
LS
LP HP Heater/
pump cooler Gas
pump safe
area ▸

MAN B&W
ME-LGIP
engine
Nitrogen
Cooling supply
water

4 LPG stop: Depressurisation Vent N2 vent Vent Vent Vent air outlet LPG liquid
N2
The FVT isolates the return line Dry air inlet LPG vapour
Nitrogen pressure and any LPG remains are vented Knock-out Knock-out Knock-out
drum C drum B drum A Mixed N2 and LPG
N2 + service tank vent (supply) (bleed) (engine) HC FS
FVT
Tank Gas
safe
area ▸

Service LFSS
tank
LS
LP HP Heater/
pump cooler Gas
pump safe
area ▸

MAN B&W
ME-LGIP
engine
Nitrogen
Cooling supply
water

Fig. 3: Principle flow diagram for ME-LGIP auxiliary system.

12 MAN Energy Solutions
MAN B&W ME-LGIP dual-fuel engines

Test
results
The LPG tests on the 4T50ME-X checking of the entire LGIP system for The engine was started at 14:27, on the
research engine in Copenhagen have leakages of LPG to the outer pipe time scale of the graphs, and ramped up
covered a plethora of different tests ventilation. Several control software to 25% load while running on diesel. The
over an extended period of time. The tests were performed to verify that all LPG system was then started and after
tests were divided into several different safety aspects are dealt with correctly. 14:34, the requested LPG injection
sections according to the purpose of started to increase (blue curve). At
the individual tests. Fundamental engine operation events, 14:36, the diesel injection was changed
like starting and stopping LPG running to minimum pilot oil and all load
The first part of the tests was called as well as load changes, were variations were henceforth handled by
LPG system function test and it fine-tuned to improve engine operation. changing the LPG injection duration.
contained various function tests Fig. 4 shows the engine speed, load Around 14:40, the engine load was
intended at getting the LPG and ordered LPG injection duration, increased from 25 to 50% load while
operational. This included testing of the respectively. The graphs show engine running on LPG. Finally, the LPG running
LPG supply system, both for safety and start and stop with LPG operation was ended around 14:48 and the engine
basic functionality. It also included in-between. was completely stopped at 14:56.

Fig. 4: Engine speed [rpm] (top), internal engine load [% of MCR] (middle) and the ordered LPG injection duration (bottom, blue). The timeline shows an event
from start to stop of the engine with controlled LPG operation in-between, including starting and stopping of LPG operation and a load change.
 13

The second part of the test program Heat release rate [MW]
called Initial LPG Test contained 60
performance tests with LPG, which
gave an indication of how the engine 50 Cyl 1
Cyl 2
would behave. Heat release curves for
40 Cyl 3
all four cylinders from the tests with
Cyl 4
LPG at 75% load are shown in Fig. 5. 30
Mean
Even though there still are several
20
parameters that needs adjustment in
this test, it is after all the first of its kind. 10
It is clear that the performance of the
engine is acceptable in terms of fuel 0
injection and combustion quality.
–10
–20 0 20 40 60 80
Comparing the heat release for LPG CA (ATDC)
with that for diesel shows that the LPG
heat release is well suited for this Fig. 5: Heat release rate in MW for each cylinder, and the average curve, calculated from the cylinder
engine (see Fig. 6). The graphs also pressures. The engine was operating at 75% load with LPG and a small diesel pilot injection.

show that the initial rising flank of the

LPG heat release has a bit lower rate of
change relative to diesel and that
increasing the LPG injection pressure Heat release (cyl. 1, cooled sensor) [MW]
can affect this. Thus, the LPG 60
combustion is expected to behave Diesel ref. – 75% load
quite similar to the well-known diesel 50 LPG 75%
combustion in a slow speed two-stroke LPG 75% hydr.p. +20bar
40
marine diesel engine.
30
The engine stability is shown in Fig. 7.
The tests shown were made at 75% 20
load while running on LPG. Both the
mean indicated pressure (MIP) and Pmax 10
show variations that are of the same
magnitude and frequency as commonly 0
seen, when running on diesel. The LPG
–10
combustion thus exhibits the same –10 0 10 20 30 40 50 60 70
ignition stability and combustion quality CA (ATDC)
as is experienced for our other
dual-fuel engines already in service. Fig. 6: Heat release for diesel (green), LPG (red) and LPG with an elevated injection pressure (blue).

Maximum pressure [MPa] Mean indicated pressure [bar]

20.0 20.0

17.5 17.5

15.0 15.0

12.5 12.5

10.0 10.0

7.5 7.5
Pmax, Cyl 1 MIP, Cyl 1
5.0 Pmax, Cyl 2 5.0 MIP, Cyl 2
Pmax, Cyl 3 MIP, Cyl 3
2.5 2.5
Pmax, Cyl 4 MIP, Cyl 4
Cycle Cycle
0.0 0.0
0 100 200 300 400 0 100 200 300 400

Fig. 7: Maximum pressure (left) and mean indicated pressure (right) for each of the 400 consecutive measurements, for all four cylinders. The figures show the
engine stability while running on LPG.
14 MAN Energy Solutions
MAN B&W ME-LGIP dual-fuel engines

The third part of the test program

contained several different
performance alterations that were
needed in order to fine-tune the
performance of the LPG operation.

Both injection parameters and

performance layout were therefore
adjusted to achieve acceptable NOX
emissions and combustion chamber
temperatures at all loads.

The final part of the test contained tests

that were of a slightly lower priority.
This included operating with a specified
dual-fuel index, i.e. 50/50 of LPG and
diesel, and other tests that were more
of a basic research character. These
tests are intended to deepen our
fundamental understanding of LPG
combustion in a low-speed two-stroke
diesel engine.
 15

Ship
designs
Although LPG carriers are probably the Data for the VLGC fuelled by HFO and oil tanker is seen in the second column.
most obvious candidates for the LPG, respectively, is seen in the first The fuel capacity is here equivalent to a
ME-LGIP engine, there are also other column of Table 1. To prevent that full 40-day voyage. Data for the VLCC
candidates. To show some effects of contaminated LPG from the engine is seen in the third column and the fuel
changing from oil to LPG operation, re-enters the LPG cargo tank, a service capacity is likewise set to match a
three example vessel types are tank with an LPG capacity 40-day voyage.
considered: A very large LPG carrier corresponding to 36 hours of NCR
(VLGC), a long range 1 (LR1) tanker and operation is added for the LPG fuelled
a very large crude oil carrier VLCC. The case. Hence, LPG is periodically
main data for the three example vessels transferred from the cargo tanks to the
are given in Table 1. on-deck service tank. Data for the LR1

Vessel main data

Description Unit VLGC LR1 VLCC

Vessel size 84,000 cbm 75,000 dwt 320,000 dwt
Length (Lpp) [m] 218 211 328
Beam [m] 36 37 62
Scantling draft [m] 12.3 13.7 21.5
Engine type 7S60ME-C10.5 6S60ME-C10.5 7G80ME-C9.5
SMCR power [kW] 12,400 10,000 26,000
NCR power [kW] 11,160 9,000 16,900

Main fuel HFO (3.5%) LPG HFO (3.5%) LPG HFO (3.5%) LPG
NCR fuel consumption [t/d] 46 40 37 32 67 58
Scrubber Yes No Yes No Yes No
Endurance (NCR) [days] 40 40 40 40 40 40
LPG service tank size [m3] 121 0 0
LPG service tank endurance [days] 1.5 0 0
LPG tank capacity [m3] 2,592 4,716

Table 1: Main data for the three vessels: VLGC, LR1 and VLCC.
16 MAN Energy Solutions
MAN B&W ME-LGIP dual-fuel engines

Figs. 8-10 illustrate the size of the LPG

tanks.

Fuel preparation room

Fuel preparation room

Fuel service tank

Fuel service tank

Fig. 8: A VLGC equipped with a small fuel service tank to store fuel for 1.5 days of travel, with a capacity of approximately 121 m 3 . The fuel service tank
dimensions are: diameter = 4 m, length = 10m.

Fuel preparation room

Fuel preparation room
Fuel storage tank
Fuel storage tank

Fig. 9: An LR1 oil tanker equipped with two large fuel storage tanks (side by side) to store fuel for 40 days of travel, with a capacity of approximately 2,592 m 3 .
The fuel storage tank dimensions are: diameter = 8.5 m, length = 23m.

Fuel preparation room

Fuel preparation room
Fuel storage tank
Fuel storage tank

Fig. 10: A VLCC equipped with two large fuel storage tanks (side by side) to store fuel for 40 days of travel, with a capacity of approximately 4,716 m 3 . The fuel
storage tank dimensions are: diameter = 10 m, length = 30 m.
 17

LPG as a means to achieve IMO

compliance

For bulkers and tankers, it can in some

cases be challenging to make a vessel
PMCR, gas = PMCR, oil • ( CC · LHVgas
F, oil

F, gas · LHVoil
) 3/2
design that will fulfil both IMO EEDI and
IMO Minimum Propulsion Power (IMO
MPP) requirements. This challenge is
reduced by the use of LPG, and even
PMCR, LPG = 10,000 kW • ( 3,206
3,015 · 42.7) =12,260 kW
· 46 3/2

more so, by the use of LNG. This is due

to the lower carbon content in these
fuels. Assuming that the propulsion Eq. 1: Calculation of main engine power.
power follows the propeller law, and if
the vessel design is changed from oil
fuelled to primarily LPG fuelled with
unchanged engine efficiency, then it is
possible to install approximately 20%
more main engine power with an
unchanged EEDI index, see Eq. 1.
Numerical example with the LR1 tanker
operating primarily on LPG, see Eq. 1.

That is, for the same EEDI index, the

LPG fuelled ship can be equipped with
12,260 kW main engine power, whereas
the oil fuelled ship can be equipped
with 10,000 kW main engine power.
Considering that 10,000 kW is about
the maximum power that can be
installed after 2020 due to the EEDI,
when operating on HFO/MDO, and that
the IMO MPP requirement according to
assessment level 1 is 10,850 kW for the
example LR1 tanker, then designing the
vessel for LPG makes it possible to fulfil
both EEDI and MPP easier, than if the
vessel had been designed with HFO/
MDO as the primary fuel.

As the EEDI regulations are continuous-

ly evaluated, the reader is advised to
consult the latest resolutions. As of
august 2018 these are available as
shown in [1].
18 MAN Energy Solutions
MAN B&W ME-LGIP dual-fuel engines

Feasibility

Fuel costs are the biggest expense for within a year is considered part of scenario with the largest price
operation of a ship. The dual fuel normal price fluctuations. The fuel oil differences between the oil fuel and the
technology on MAN B&W two-stroke prices follow the crude oil price and gaseous fuels made both LPG and LNG
marine engines has opened up for there is a relative stable ratio between financially attractive fuels considering
usage of a range of gaseous and the price of HFO and MGO, LNG, the fuel costs and the additional
low-flashpoint fuels together with propane and methanol, however, also installation expenses for the dual-fuel
conventional fuel oils. show fluctuations in the relative price. engine and systems.
These fluctuations come from the
The fuel prices for some of these recent large production, processing In the present paper, a comparative
gaseous fuels are shown together with and export of shale gases from the US. study of operating expenses (opex) for
the price of conventional fuel oil for the The price of the new 0.5% sulphur fuel a VLGC with a 6G60ME-C main engine
last 13 years in Fig. 11. (LSFO) to be used globally after 2020 is and three different main fuel solutions
still unknown. But it is expected to is made:
The prices show large fluctuations. The settle at 10-20% below the price of
prices for the gaseous fuels are energy MGO. 1. 6G60ME-C9.5 Tier III and 0.5%
prices at terminals and do not include LSFO, the LSFO solution
additional costs that will appear if they In 2016 MAN ES made a study together 2. 6G60ME-C9.5 Tier III and HFO in
are delivered through a conventional with DNV GL concerning fuel costs for combination with a SOX scrubber,
bunker company in commercial an LR1 tanker using FO, LNG, LPG and the HFO + SOX scrubber solution
harbours. Doubling or halving the price methanol [2]. The conclusion found at 3. 6G60ME-C9.5 LGIP dual fuel engine,
that time was that a high price fuel the LGIP solution

$/GJ
40
Data retrieved end July 2018, Dept. EELC. Source: Bunkerindex, EIA& Methanex
35

30

25 MGO (Rotterdam)
Methanol (US)*

20
HFO (Rotterdam)
15

10

5
LNG (US)*
* US Export prices Propane (US)*
0 Years
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

Fig. 11: Fuel price fluctuations for some gaseous fuels and conventional fuel during the last 13 years.
 19

Fuel prices and capital expenses

6G60ME-C Fuel price [USD/GJ] LCV [MW/kg] Fuel price [USD/ton] Comments
HFO + SO X scrubber 10 41.8 418
MGO 15 42.7 641
VLSFO 13 42.7 544 85% of MGO price
LPG 10 46.0 460 Today’s price at US terminal
Δ capex Mill USD
ME-LGIP 4.5
SO X scrubber 3.2

Table 2: Fuel prices, lower calorific values (LCVs) and difference in capex.

The LSFO and HFO + SOX scrubber 2020. Price scenarios made today for accumulated savings as a function of
solutions are using MGO in Tier III price and availability of HFO and LSFO time compared to the LSFO solution.
areas and the LGIP solution is using after 2020 show large savings on a Fig. 13 shows that the saving from opex
LPG in Tier II and III areas. The fuel HFO + SOX scrubber solution compared obtained by the HFO + SOX scrubber
prices and capital expenses (capex) to a LSFO solution. Today, around 50% solution is the same as for the ship with
used in the calculations are shown in of new buildings are ordered with a SOX the LGIP solution, which is due to
Table 2. scrubber for HFO operation. almost identical fuel prices per energy
unit, i.e. USD/GJ for HFO and LPG.
To illustrate the effect of price The ship with HFO and SOX scrubber
dispersion between FO and LPG, the and the ship with an LGIP engine come The two solutions give cost savings of
calculation has been carried out with with an increased price compared to a 6-7 mill USD over a 15-year period
two LPG price levels, i.e. 100% and ship, which fulfils the 2020 sulphur compared to the 0.5% LSFO solution. It
90%. The basis for the calculation is an requirements by operating only on is also seen that the additional capex
operating pattern with 15% in Tier III 0.5% LSFO. We estimate the additional has a payback period of 4 years for the
mode, operating hours and load costs for a VLGC with LGIP engine and HFO + SOX scrubber solution and 5.5
profiles as shown in Fig 12. dual fuel capability to be approx. 4.5 years for the ME-LGIP solution. The
mill USD and the ship with a SOX scrub- different payback periods are due to
The selected Tier III technology is an ber to be approx. 3.2 mill USD. These the difference in capex. To illustrate the
EGR bypass solution for all three cases. are rough estimates as it is much sensitivity of the LPG prices NPV is
dependant on the yard’s pricing. shown also for LPG with a 10%
The HFO + SOX scrubber solution has reduced price.
been included because of today’s The calculated opex is presented as
uncertainties about fuel oil prices after net present values (NPVs) of the

Load profile [% of running hours] NPV of savings [Millions/USD]

60 12
Total running hours per year: 6,000 hours 10
50 Running hours in Tier lll mode: 5,100 hours
ce
Running hours in tier ll mode: 900 hours 8 pri
G r
LP bb e
40 90
% s c ru
6 I P + SO X
-LG HF O
ME ME-C
30 4 p c
ri e
LPG
0%
2 IP
10
20 -LG
ME ME-MEC LSFO
0
10 -2

0 -4
25 50 65 85 90 Years
Tier ll 20 5 30 40 5 -6
Tier lll 25 50 25 0 0 0 5 10 15
Engine load [%]

Fig. 12: Operating pattern. Fig. 13: NPV of savings for ME-C with HFO and scrubber and an ME-LGIP engine.
20 MAN Energy Solutions
MAN B&W ME-LGIP dual-fuel engines

The above analysis shows that a 6. Scrubber solutions may in the future
solution with HFO and a SOX scrubber only be allowed as closed loop
will have approximately the same opex solutions due to concerns about
as the solution with LPG fuel based on scrubber effluent sent to the sea.
today’s prices for LPG and HFO. This will increase the scrubber
However, future fluctuations in fuel oil operating cost considerably due to
and LPG prices will change the picture, NaOH consumption and sludge
and changes are expected because the disposal.
crude oil price is influenced by the
global economic and political situation. 7. With a dual fuel engine it is possible
On top of that the new restrictions of to select the fuel with the lowest
max. 0.5% sulphur in the marine fuels price. The price gap between HFO
from 2020 has made the future price and LPG for the years 2012-2014
level of HFO, MGO and the new LSFO indicated in Fig. 11 represents, for the
quite uncertain. VLGC investigated in this paper, a
difference of 2.5 mill. USD in fuel
Today an ME-LGIP engine can be an costs for HFO versus LPG in favour of
optimal choice for propulsion of a the LPG.
VLGC, although opex will be similar to
the HFO + SOX scrubber solution due to 8. A
 ccidental oil spills can be avoided
the benefits from below list of to a greater extent. This issue has
possibilities. The list has not been been neglected over the years, but
prioritised: recently this argument is often being
highlighted by port authorities and
1. The ME-LGIP engine can use the when ships are operating near
ship cargo as fuel and it is capable environmentally sensitive areas, like
of operating on a wide range of coral reefs, etc.
mixtures of propane, butane and
ethane commonly found as cargo.

2. Using the ship’s cargo as fuel will

save time, fees and other expenses
for bunkering.

3. LPG is a zero sulphur fuel meeting

2020 requirements and future
possible even stricter demands for
SOX emission.

4. LPG has a lower carbon-to-hydrogen

ratio than MDO and therefore a lower
CO2 emission per energy unit. When
using LPG instead of MDO, the CO2
emission drops by about 13%. The
EEDI will decrease by the same
amount.

5. Due to the lower carbon-to-hydrogen

ratio for LPG compared to oil, it is
possible to increase the main engine
power while retaining an unchanged
EEDI if LPG is used as the primary
fuel instead of oil. Because higher
main engine power also leads to a
higher EEDI reference speed for the
vessel, the main engine power can
be increased by about 20% without
increasing the attained EEDI.
 21

Retrofit
opportunities
The new MAN B&W ME-LGIP concept tank systems are already available to MAN PrimeServ can provide a
is suitable as a potential retrofit some extent, keeping the conversion complete LPG conversion package
solution, applicable for more than 3,000 capex to a minimum. including the following services:
existing ME-C type engines and MAN
PrimeServ is ready to support For now, more than 3,000 vessels, such – R&D, engineering
shipowners and operators with as tankers and other merchant ships – Site survey, project management
converting existing ME-C engines into with an ME-C engine with a bore size – Engine hardware, including FVT
ME-LGIP engines. from 50 and up, can be converted into – Supervision of installation
operating on alternative fuels like LPG. – Test and commissioning
The most obvious candidates for LGIP If the market demand for conversion of – Project management
conversion is the existing fleet of LPG engines with bore size below 50 is
carriers. But subject to availability of the significant, MAN PrimeServ is willing to The complete LGIP system consists,
global LPG bunker supply chain, the investigate conversion options. beside the engine conversion, of the
LPG conversion concept can be applied LFSS and LPG bunker tank or
to other types of vessels as well. In general, the engine conversion is a integration into an existing cargo
process where an existing ME-C engine system.
The LPG supply chain has been is converted to an ME-LGIP engine. The
available for many years as there is a conversion process follows the The MAN PrimeServ scope is not only
substantial network of smaller LPG predefined process in Fig. 14. Based on limited to conversion of the main engine
carriers below 6,000 m3 of LPG. In experience, the whole process takes up but can also include the gas systems in
principle, the majority of the small-size to 18 months. partnership with MAN-ES Sweden
LPG carriers available in the market can (Cryo) or other prominent gas system
be utilised as LPG bunker vessels. During site survey the scope of supply providers in the world. In these cases,
is determined, followed by engineering, MAN PrimeServ can offer the
The first vessel types to be converted procurement and production. When all conversion on a turnkey basis, taking
are the LPG carriers or VLGC‘s having equipment is available and shipped to a full responsibility of the entire
long transoceanic trading routes. In this repair yard, MAN PrimeServ can conversion project.
segment, there are approximately 60 convert the vessels in close
vessels all equipped with large bore cooperation with shipyards all over the Converting into LPG is a future-proof
ME-C engines. These conversion world. decision – LPG is a safe and feasible
projects can benefit from the fact that low-sulphur bunker fuel for the future,
LPG is already available on board as an energy solution that MAN PrimeServ
cargo. Therefore, part of the LFSS and is proud to present.

Site Production
survey Engineering Procurement & test Shipment Installation Commissioning

Fig. 14: The engine conversion process.

22 MAN Energy Solutions
MAN B&W ME-LGIP dual-fuel engines

Conclusion

This paper describes the ME-LGIP Today, more than 3000 ME-C engines
engine solution in details. Tests have in operation on HFO can be retrofitted
confirmed that the new modified LPG to LPG operation. Converting an
fuel booster injection valve is working existing ship into operation on LPG will
satisfactorily. The function test of the be cheaper than converting it to LNG.
new engine has confirmed that the LPG and LNG have very similar
auxiliary system and the LGIP safety emission advantages, and the same
system are working satisfactorily. The negligible fuel slip. However, even if it is
initial performance tests have also been very small for both, LPG will not count
started. They show that the combustion as a greenhouse gas in future
stability of the engine is acceptable, but regulation, as is expected to be the
we have concluded that it can be case for methane
further improved when more tests have
been completed. The shape of the
measured heat release curve from LPG
combustion is similar to that of other
types of gas fuel, so we expect to be
able to achieve a higher engine
efficiency with LPG compared to MDO.

We have looked at the possibility for

LPG operation for several ship types
and sizes and concluded that if LPG is
selected as the primary fuel, a benefit
in the EEDI of up to 13% can be
obtained. In the future, this can be an
important tool to meet the constantly
stricter EEDI requirements, especially
when designing tankers and bulk
carriers. Today, this benefit can also be
converted into more main engine power
if required, so the engines can be rated
with a higher power.

An NPV calculation of the savings has

been completed for a VLGC, comparing
operation on HFO + scrubber, LSFO,
and LPG. When it comes to opex, the
comparison shows an almost dead
race between the solutions HFO +
scrubber and LPG. However, a number
of benefits from operational flexibility,
emission control and fuel cost saving
opportunities make LPG fuel a very
attractive choice.
 23

Bibliography

1. w ww.imo.org → Our Work → Marine

Environment → Pollution Prevention →
Air Pollutant and GHG Emissions →
Index of MEPC Resolutions and
Guidelines related to MARPOL Annex
VI → Guidelines related to Energy
Efficiency of Ships

2. C
 ost and Benefits of Alternative
Fuels for an LR1 Product Tanker, Key
results from an DNV GL and MAN
Diesel & Turbo joint study
(5510-0196-00), 2016
 https://marine.man-es.com/
two-stroke/technical-papers

MAN Energy Solutions
2450 Copenhagen SV, Denmark
P +45 33 85 11 00
F +45 33 85 10 30
info-cph@man-es.com
www.man-es.com

All data provided in this document is non-binding.

This data serves informational purposes only and
is 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.

Copyright © MAN Energy Solutions. 5510-0210-00

Sep 2018 Printed in Denmark
MAN B&W
ME-LGIP
dual-fuel
engines

Dual-fuel technology reshapes

the future two-stroke engine operation