Tag: ship engines

If a diesel engine installed on board a vessel has to be replaced by a non-identical diesel engine, the replacement engine has to comply with IMO Tier III emission regulations for installations after the 1 January 2016. The market is only starting to respond to this demand, and it may be difficult to find a suitable replacement engine complying with Tier III. DNV GL explains in this technical news how to handle this issue.

MAN Diesel & Turbo’s G50 engine has successfully passed its Type Approval Test at Mitsui in Japan. Upon entering service, the engine will power the world’s first ethane-fuelled eco-friendly LEG (Liquefied Ethane Gas) carrier – the first of three such vessels to be built in China by SinoPacific Shipyard for the German shipowner, Hartmann Reederei. Besides operating on ethane, the flexible ME-GI engine will be able to operate on HFO, MDO and gas oil.

JFE, the Japanese Engine Manufacturer, has entered a new cooperation agreement with MAN Diesel & Turbo for MAN's 32/44CR, 35/44DF, 48/60CR and 51/60DF modern four-stroke engine types. The agreement applies to marine newbuild projects for ships to be deployed on Japanese domestic trade routes, and where the shipyards and shipowners involved are located in Japan.

Five 85,000 cu.m Very Large Ethane Carriers (VLECs) will each be powered by a single MAN B&W 6G60ME-GI main engine.

A total of 16 new gas carrier ships being built in Japan for Japanese owners are to be powered by Wärtsilä dual-fuel engines capable of running on LNG or conventional diesel fuels.

Hyundai Heavy Industries (HHI) announced that it produced the world’s first High Pressure Selective Catalytic Reduction (HP SCR) system for the dramatic reduction of NOx emission from 2-stroke marine engines.

DNV GL has issued statutory alert to remind that IMO NOx Tier III requirements will take effect in the North American and US Caribbean Emission Control Areas (ECAs) from January 1st 2016. The new requirements are applicable to all vessels with keel-laying on or after January 1st 2016 with an engine output of ≥130kW. DNV GL highlights that it is important to be aware of how to prove compliance and how the requirements will be enforced.

ExxonMobil announced the launch of a high-performance system oil for two-stroke, crosshead marine diesel engines operating under severe conditions which offers engine cleanliness, better engine protection and longer oil life.

Nakilat, in association with Qatari LNG producers Qatargas and RasGas Company Limited and engine manufacturer MAN Diesel & Turbo, recently celebrated the success of the ME-GI project.The project involved retrofitting chartered Q-Max vessel, Rasheeda, with a gas-burning M-Type Electronically Controlled – Gas Injection (ME-GI) System, which has now been successfully commissioned.The Qatari-owned Q-Max vessel is the world’s first low-speed marine diesel engine to be converted to use LNG as a fuel. The retrofit modification meets the current known and future stated global emissions regulations.Nakilat’s Rasheeda built in 2010 is a 266,000 m3 LNG carrier with two MAN B&W S70ME-C HFO-burning engines, which have been converted to the dual-fuel ME-GI concept. The shipyard operator Nakilat-Keppel Offshore & Marine (N-KOM) carried out the ship’s conversion at its Erhama bin Jaber Al Jalahma Shipyard facilities in the major Qatari port of Ras Laffan Industrial City.The project collaborators, including MAN PrimeServ, installed the ME-GI system on the vessel at the Erhama bin Jaber Al Jalahma shipyard in Qatar in June 2015. The partner for the ME-GI fuel supply system is TGE.Christian Ludwig, Head of Retrofit and Upgrades, MAN PrimeServ, said: “This is a fantastic milestone in our company’s history. It is a lighthouse project, ...

 DNV GL has issued Statutory News regarding the upcoming environmental regulations for emissions to air.The IMO Tier III requirements reduce nitrogen-oxide emissions (NOx) by approximately 76% in comparison to a Tier II engine. This requirement only applies to new vessels and engines. It poses a significant challenge to engine designers, as they need to apply NOx-reduction measures with the help of other engine technologies.Relevant for all vessels with keel-laying on or after 1 January 2016 with engine output of 130kW and above, when operating in North American and US Caribbean Sea Emission Control Areas.The IMO NOx-emission limits apply to diesel engines and depend on an engine’s maximum operating speed (n, rpm), as presented in the table below. Tier I and Tier II are global requirements, whereas Tier III standards only apply to current existing Emission Control Areas (ECAs) for NOx (North American and US Caribbean Sea).In future ECAs that regulate NOx emissions, the Tier III standards will apply to ships with keel-laying on or after the date of adoption of such an ECA.When the global Tier II limits came into force in 2011, engine-makers were able to tune the engines to comply with these new emissions limits. Tier III poses ...