Managing

methane slip

MAN Energy Solutions addresses methane

slip to further increase LNG benefits
Cover image: © BW LNG
MAN Energy Solutions
Managing methane slip 2

List of abbreviations
LNG Liquefied natural gas
GHG Greenhouse gas
SO x Oxides of sulphur
NO x Oxides of nitrogen
PM Particulate matter
CO 2 Carbon dioxide
DF Dual-fuel
CH 4 Methane
IMO International Maritime Organisation
HFO Heavy fuel oil
LPG Liquefied petroleum gas
LFO Light fuel oil
LCV Lower calorific value
SCR Selective catalytic reduction
EGR Exhaust gas recirculation
GWP Global warming potential
SNG Synthetic natural gas
VLSFO Very low sulphur fuel oil
NH 3 Ammonia
SI Spark ignited
 MAN Energy Solutions
Managing methane slip 3

Table of contents
Executive summary 4

Increasing LNG benefits by decreasing methane slip5

MAN dual-fuel engine range 6

Gas engine market development  7
Emissions status 8

What is methane slip? 9

Marine GHG regulations  9

Taking up the challenge 10

Two-stroke: Methane slip reduction 10

Solutions for retrofitting to alternative fuels 12

Four-stroke: Methane slip reduction 13

Internal engine design 13
Aftertreatment 14
Direct gas injection 15
Retrofitting for future fuels 16

A roadmap towards a Maritime Energy Transition 17

Wes Amelie: The first container vessel to use climate-neutral SNG 18

Bibliography19
 MAN Energy Solutions
Managing methane-slip 4

Executive
summary
MAN Energy Solutions sees the trend Lately, the issue of methane slip has In its range of four-stroke gas-burning
for large engines to change from oil to received a lot of attention and raised engines employing the Otto combustion
gaseous fuels as the starting point for questions on the climate benefits of LNG process, MAN has halved methane slip
a “Maritime Energy Transition”. In this as an engine fuel for marine applications. over the past ten years to a level where
transition, fuelling with liquefied natural LNG is typically 85 % to 95 % methane the combined GHG impact of CO2 and
gas (LNG) is the first step in preparing (CH4), a greenhouse gas considerably CH4 is today notably below the respective
engines for the broader use of a range more potent than carbon dioxide (CO2). figure for liquid burning diesel engines.
of synthetic fuels, on the way to car- In some contemporary reciprocating The company is now pursuing three
bon-​neutrality. With its high heating val- engines, its use can lead to emission separate routes to yet lower levels:
ue combined with low carbon content, of small but significant quantities of Firstly, ongoing improvements to internal
LNG enables a significant reduction in unburnt methane into the atmosphere. engine design and electronic controls
emissions of greenhouse gases (GHG), will further increase fuel efficiency and
while an absence of sulphur content MAN Energy Solutions is convinced minimise emission. Secondly, newly
also enables reductions in emissions that the issue of methane slip needs to developed aftertreatment solutions,
of particulate matter (PM) and oxides be resolved. For its two-stroke engines, namely oxidation catalysts, have the
of sulphur (SOx) – and all that comes at MAN is already offering technical solu- potential to reduce methane slip by
lower fuel costs. tions to minimise methane slip. For its high double-​digit percentages.
four-stroke spark-ignited (SI) gas and
Building on the initial reduction in GHG dual-fuel (DF) engines, the company is Thirdly, MAN is also evaluating options
emissions, the Maritime Energy Tran- energetically pursuing such solutions. to bring the negligible methane slip of
sition calls for large marine engines to its ME-GI two-stroke dual-fuel engines
change from oil fuel to flexible dual-fuel MAN’s ME-GI two-stroke dual-fuel to its medium speed dual-fuel engines
capability, so that engines are able to engines employ the Diesel combustion by transferring the ME-GI Diesel
run on a wide range of low-carbon or process. LNG is injected directly combustion principle to its four-stroke
carbon-neutral fuels. Thus, the shift to into the combustion chamber just dual-fuel engines.
LNG is a logical and important first step after a liquid fuel pilot jet has initiated
in preparing engines for the broader combustion. This minimises unburnt With these countermeasures, MAN is
use of synthetic fuels. residues and allows MAN to quantify confident that methane slip will not
and guarantee methane slip levels in become a barrier to either the expansion
a range from 0.2 – 0.3 g/kWh over the of the market for gas-burning engines
ME-GI engines’ load range. or the progression of the Maritime
Energy Transition.
 MAN Energy Solutions
Managing methane slip 5

Increasing LNG
benefits by decreasing
methane slip
Forecasts call for the global energy These properties of methane are already
economy to steadily shift from mineral allowing gas-burning Otto engines to
oil to natural gas, as oil production meet the most important international
peaks but production of lower priced limits on polluting emissions in both
natural gas continues to rise over sev- marine and land-based applications.
eral years. This is essentially positive In addition, fuelling engines with meth-
news for users of large engines. ane also offers immediate potential as
a starting point for meeting ambitious
Large engines are a mainstay of the targets for reductions in GHG emissions.
global economy, providing ship propul-
sion and electrical power generation, This overall scenario has kick-started
and fuelling them with LNG also has growth in demand for the large two- and
benefits for the environment. four-stroke dual-fuel engines designed
LNG is predominantly methane (CH4), and built by MAN Energy Solutions
which is the simplest possible combi- (Fig. 1 – MAN dual-fuel engine range).
nation of carbon and hydrogen. With Significantly, in this shift to gas-burn-
only one carbon atom per molecule, ing engines, MAN and others also see
methane’s combustion in air produces the opportunity for global shipping to
the lowest emissions of the greenhouse undergo a “Maritime Energy Transition”.
gas (GHG) carbon dioxide (CO 2) of Following conversion from liquid fossil
any hydrocarbon fuel. In addition, the fuels to gaseous fuels, a road-map for
combustion of LNG produces very marine engines envisages the mixing
low emissions of particulate matter of LNG with increasing proportions
(PM) and virtually no oxides of sulphur of synthetic gaseous fuels on the way
(SO x) – commercially available LNG to 100 % synthetic fuels and, hence,
is sulphur-free. carbon-neutrality.

At the same time, “lean burn” combus-

tion technology is already widely used
in large gas engines employing the
Otto combustion process. It has the
valuable benefits of enabling fuel-effi-
cient combustion combined with low
emissions of oxides of nitrogen (NOx),
in compliance with strict international
limits without exhaust gas aftertreat-
ment. Additionally, LNG used to power
gas and dual-fuel engines has the
potential to lower carbon dioxide (CO2)
emissions by up to 25 % compared to
oil-fueled engines.
 MAN Energy Solutions
Managing methane slip 6

The MAN dual-fuel engine range both two- and four-stroke

MAN 23/30DF MAN 28/32DF

GenSet GenSet

625 – 1,200 kW 1,000 – 1,800 kW

MAN 35/44DF MAN 35/44DF

GenSet Propulsion

3,060 – 5,300 kW 3,060 – 5,300 kW

MAN 51/60DF
Propulsion

6,300 – 20,700 kW

MAN B&W ME-GA MAN B&W ME-GI

Propulsion Propulsion

14,150 – 16,980 kW 6,950 – 82,440 kW

Fig. 1: MAN dual-fuel engine range

 MAN Energy Solutions
Managing methane slip 7

Gas engine market development

Powering ships and providing on-board This applies to both polluting and
electrical power is a major application greenhouse gases, measured by units
for MAN’s engines and liquefied natural of work done in both g/kWh or “tonne
gas (LNG) is becoming more and more miles” in the case of marine transport.
popular as their fuel. Highly com-
pressed and readily transportable, LNG Moreover, as well as orders for new
occupies only a fraction of the volume engines, MAN PrimeServ, the energy
of the gaseous form of natural gas at solution provider’s after-sales organi-
pipeline transmission pressures. sation, is seeing growing demand for
the conversion of existing oil-fueled
Operators of both large marine and sta- engines to LNG fuelling on both land
tionary engines are responding to the and sea. Accordingly, PrimeServ has
prospect of the long-term availability of developed the capability to retrofit
a reasonably priced source of energy MAN’s major diesel engine series for
with increased demand for gas engines. gaseous fuels, with packages designed
Simultaneously, they are becoming to ensure that the existing population of
aware of the potential of fuelling large MAN two- and four-stroke engines re-
engines with LNG as a route to compli- main viable assets during the Maritime
ance with emissions limits (e.g. SOx). Energy Transition.

Fig. 2: LNG supply and bunker system

MAN Energy Solutions is offering complete LNG propulsion systems, including dual-fuel engines and
the LNG fuel-gas supply system with LNG tanks, pumps and auxiliary equipment.
 MAN Energy Solutions
Managing methane slip 8

Emissions status

Large engines have been subject to To put these GHG targets into context –
progressively more demanding clean air as well as emphasising the high-energy
legislation for over two decades. On land efficiency of engines used in international
this includes the World Bank’s Guidelines shipping, and the link between fuel
for New Plants producing electrical efficiency and CO2 – only 3 % of global
power and, at sea, three Tiers of limits CO2 emissions is attributable to transport
on oxides of nitrogen (NOx) issued by by sea. This makes shipping by far the
the International Maritime Organisation lowest emitter of CO2 in relation to the
(IMO). From IMO Tier I to IMO Tier III, transport task performed, but this
NOx limits have been reduced by some percentage will clearly rise if shipping
80 %, followed by IMO regulations on decarbonisation does not keep pace
sulphur in marine engine fuels – the with decarbonisation in other modes of
“Sulphur Cap 2020” which aims to transport.
reduce emissions of SOx and PM.
The use of LNG offers significant reduc-
Starting with CO2, the IMO’s focus has tions in polluting emissions and GHG.
recently shifted to GHG in the form of en- Furthermore, gas-burning Otto engines
forceable targets for overall ship efficien- need minimised emissions reduction
cy, prescribed by IMO’s Energy Efficiency equipment versus oil-fueled engines
Design Index (EEDI) and Ship Energy – e.g. SCR or EGR for NOx reduction
Efficiency Management Plan (SEEMP) [I]. – which reduces operating costs. In ad-
More importantly, the IMO has also set dition due to its chemical composition,
the industry goal to reduce shipping’s LNG produces less CO2 during combus-
carbon emissions by 50 % until 2050. tion than liquid fuels (see Tab. 1).

Carbon factor Approx. LCV* Specific carbon intensity

Type of fuel C F (t CO 2) / (t fuel) kJ/kg gram CO2 / MJ
Diesel / Gas oil 3.206 42,700 75.1
Light fuel oil, LFO 3.151 41,200 76.5
Heavy fuel oil, HFO 3.114 40,200 77.5
Liquefied petroleum gas, LPG 3.015 46,000 64.4
Liquefied natural gas, LNG 2.750 48,000 57.3
Methanol 1.375 19,900 69.1
Ethanol 1.913 26,800 71.4

Tab. 1: Carbon factor and lower calorific values for different fuels, as defined by the IMO**

Note that LPG is a mixture of propane and butane, the values given here are for a 50/50 mixture.
The primary content of LNG, pure methane, has an LCV* of 50,000 kJ/kg.

* LCV = lower calorific value

** 2014 Guidelines on the method of calculation of the attained energy efficiency design index (EEDI) for new ships,
as amended by resolution MEPC.263(83) and MEPC.281(70)., IMO, 2017.
 MAN Energy Solutions
Managing methane slip 9

What is methane slip?

Without countermeasures, there are Methane emissions, gas mode Typical four-stroke Otto engine
several routes by which methane can
escape unburnt into the atmosphere Typical two-stroke Otto engine
Methane-slip [g/kWh] Typical two-stroke diesel engine
from both two- and four-stroke gas-​
10
burning engines. This methane which
evades combustion and is emitted
via the engine exhaust as well as the 9

crankcase ventilation is referred to as

“methane slip”. With the legislator’s 8

eyes now firmly on GHG, this aspect

of gas engine operation has moved into 7
focus, and if not properly addressed,
could severely limit the expansion of 6
LNG as fuels for large engines.
5
Typically, from 85 % to 95 % of natural
gas and LNG is methane (CH4), and 4
methane is a GHG several times more
potent than CO2. A recent study has 3
calculated the Global Warming Potential
(GWP) of methane – i.e. its capability to 2
trap heat in the atmosphere compared
with the same mass of CO2 (CO2 equiv- 1
alent or CO2e) – at 84 – 86 over 20 years
and 28 – 34 over 100 years.1 0
25 50 75 100
MAN is, thus, fully aware that the eco- Load [%]
nomic and polluting emissions benefits Fig. 3: Methane emissions in gas mode – comparison of different engine types
of LNG can only be leveraged completely
if the issue of methane slip is solved.
As well as a source of GHG leakage into from the ground to the moment exhaust Marine GHG regulations
the atmosphere, methane slip is also gases emerge from the gas-burning
wasted fuel, not converted into energy. engine propelling a ship or providing
its on-board electricity. Understandably, methane slip is also
In fact, engine designers are not alone in now firmly in the IMO’s sights and in
being confronted with the fuel wastage The phenomenon is most prevalent 2019 the aim was declared to produce
and GHG emissions related to LNG and, on gas-burning engines operating “concrete proposals to reduce methane ​
to maximise the environmental benefits according to the Otto combustion pro- slip and emissions of volatile organic
of LNG, the complete natural gas supply cess, where gas fuel and air are mixed compounds”2. This intention reinforces
chain must be escape-proof. The eco- homogenously prior to ignition and the IMO’s “Initial Strategy” on decar-
nomic and ecological rewards are great combustion. It affects engines in which bonisation, announced in 2018 and
and MAN is allocating considerable the premixed fuel and air are ignited by calling for a reduction in total annual
resources to its part in minimising the a spark-plug – so called spark-ignited GHG emissions from international ship-
escape of methane to the atmosphere (SI) gas engines − as well as dual-fuel ping as a whole. The aim is that GHG
on a “well-to-wake” basis. This means (DF) engines where a liquid fuel “pilot” should peak at the earliest date and
from the moment natural gas emerges initiates ignition of the air-gas mixture. then decrease by 2050 to only 50 %
of 2008 levels, in pursuit of the 100 %
decarbonisation of marine transport3.
1
IPCC, 2013: Climate Change 2013: The Physical Science Basis.
2
https://www.marpol-annex-vi.com/eedi-seemp/
3
http://www.imo.org/en/MediaCentre/PressBriefings/Pages/11-MEPC-74-GHG.aspx
 MAN Energy Solutions
Managing methane slip 10

Taking up
the challenge
As designers and builders of both two- and four-
stroke gas-burning engines, MAN’s technical
departments have been working for some time to
minimise methane slip from engines using two
different operating principles.

Two-stroke:
Methane ​slip reduction
In its two-stroke engine programme,
MAN Energy Solutions is already
offering a very effective solution to mi-
nimise methane slip. ME-GI two-stroke
dual-fuel (DF) engines are achieving ex-
tremely low levels of unburnt methane
emission due to operation on the Diesel
combustion principle (Fig. 3). This
inherently low methane slip is explained
by the fact that in the ME-GI two-stroke
DF engines, the gaseous fuel is injected
into the compressed charge air around
top dead centre and only slightly after
the liquid fuel pilot, when the pilot has
already ignited. This ensures complete,
very fuel-efficient combustion with
maximised heat release. Since the
gaseous fuel only enters the cylinder
after the exhaust valve has closed and
ignites immediately, there is no oppor-
tunity for methane to escape during
cylinder scavenging. In addition, virtu-
ally no unburnt methane is trapped in
crevice volumes, such as the “top land”
between the piston and cylinder liner.
 MAN Energy Solutions
Managing methane slip 11

As shown in Fig. 4, levels of unburnt Methane slip [g /kWh]

methane in the exhaust of MAN’s ME-GI 0.30
two-stroke DF engine are very low.
Consequently, MAN can point to an 0.25
effective solution to minimise methane
slip in its two-stroke DF range and 0.20
quantifies and guarantees methane slip
levels in a range from 0.2 – 0.3 g/kWh 0.15
over the ME-GI engines’ load range.
0.10
The very high rate of combustion effi-
ciency (the measure for completeness 0.05
of combustion), as well as the higher
compression ratio achieved by Diesel 0.00
combustion with direct gas injection in 0 25 50 75 100
MAN’s ME-GI two-stroke DF engines, Engine load [%]
has further major benefits. They enable Fig. 4: Methane slip of MAN’s ME-GI two-stroke DF engines at different
lower fuel consumption, and thus lower engine loads (the figures are given with a tolerance of ± 0.1 g/kWh)
CO2 emissions than DF engines with
Otto combustion and pre-mixed gas
admission. In addition, with direct gas
injection ME-GI engines also achieve
very stable operation on all commercially
available grades of LNG. This contrasts
with engines operating on the Otto com-
bustion principle, which can be subject
to knocking and require LNG with a
minimum methane number of around 70
to maintain optimum performance.

On the pollutant emissions side,

besides high combustion efficiency,
the elevated combustion temperatures
within the Diesel combustion process
of ME-GI engines also cause nitrogen
oxides (NOx) emissions at almost the
same level as oil fuel combustion,
which need to be abated by either EGR
or an SCR catalyst for compliance
with IMO Tier III limits. However, such
abatement technology is not limited to
use in gas mode operation but can also
be activated in liquid fuel mode in order
to comply with IMO Tier III limits, thus
providing full fuel flexibility under all
boundary conditions. With regard to the
possible use of exhaust aftertreatment
to minimise the methane slip from two-
stroke DF engines, oxidation catalysts Fig. 5: Siem Confucius
are not found feasible given that the ex- The ‘Siem Confucius’ and sister ship, the ‘Siem Aristotle’, are the very first transAtlantic PCTCs
haust gas temperatures typical of two- (Pure Car Truck Carriers) to operate full-time on LNG. The vessels will transport cars for the VW Group
stroke engines are too low to trigger between Europe and China and are both powered by MAN B&W S60ME-GI (-Gas Injection) dual-fuel,
two-stroke main engines.
a reaction with the unburnt methane.
This fact currently makes MAN’s ME-GI
low-speed DF engines with direct gas
injection the only viable option on the
two-stroke engine market capable of
coping effectively with methane slip.
 MAN Energy Solutions
Managing methane slip 12

Solutions for retrofitting to alternative fuels

MAN Energy Solutions is able to deliver Furthermore, MAN is working diligently

technical solutions and products that towards offering engines and retrofit
enable operation on all available marine solutions for use with ammonia (NH3)
fuels: Distillate, 0.50 %S VLSFO (very as their fuel. The aim is to have an am-
low sulphur fuel oil), high-sulphur HFO, monia-burning engine ready by 2024.
biofuels, LNG, LPG, LEG (ethane) and
methanol/ethanol. Tab. 2 below shows All these products and developments
MAN’s extensive portfolio of two-stroke will ensure the right solutions for future
engines. market demand for carbon-neutral
propulsion. They reassure end users
The modular design of MAN’s engines that their engines are future-proof and
supports retrofitting to various engine readily adaptable to operate on the
configurations, and the electronically fuels of today and tomorrow.
controlled ME-C engines can be readily
converted to dual-fuel operation. The
resulting dual-fuel engines can then,
in turn, be retrofitted for operation on
further fuels: for example, methanol
engines (ME-LGIM) can be retrofitted to
operation on LPG (ME-LGIP), etc.

Fuel types MC ME-B ME-C ME-GI ME-GA* ME-GIE ME-LGIM ME-LGIP

0.0 – 0.5 % S VLSFO Design Design Design Design Design Design Design Design

High-S HSHFO Design Design Design Design Design Design Design Design

LNG – – Retrofit*** Design Design Retrofit*** Retrofit*** Retrofit***

LEG (Ethane) – – Retrofit*** Retrofit*** – Design Retrofit*** Retrofit***

Methanol / Ethanol – – Retrofit** Retrofit** – Retrofit** Design Retrofit**

LPG – – Retrofit** Retrofit** – Retrofit** Retrofit** Design

Biofuels Design Design Design Design Design Design Design Design

Ammonia**** – – (Retrofit**) (Retrofit**) – (Retrofit**) (Retrofit**) (Retrofit**)

Tab. 2: Fuel flexibility – which MAN two-stroke engines can burn which fuels? * Otto-cycle gas engine
** Only one second fuel per retrofit
*** Both LNG and LEG for same engine possible
**** Ammonia burning engine development started
 MAN Energy Solutions
Managing methane slip 13

Four-stroke:
Methane slip reduction

50 %
On the four-stroke side, MAN has been For the future, MAN’s technical depart-
addressing methane slip ever since it ment already sees three promising
introduced DF engines in the mid-2000s routes to considerably lower methane ​
and can already point to considerable slip. Firstly, ongoing improvements to
success. For example, since the launch internal engine design and electronic
of the four-stroke MAN 51/60 DF engine, controls will further increase combus- reduction in methane slip
counter­measures have more than halved tion efficiency and thus fuel efficiency. during last 10 years through
methane slip from that engine, giving Secondly, newly developed aftertreat- improve­ments to internal engine
this engine type a 5 % to 15 % advantage ment solutions, namely oxidation design and electronic controls

70 %
over liquid fuel engines in terms of GHG catalysts, have the potential to reduce
emissions, even when the methane slip methane slip by 70 %. Thirdly, MAN
is considered in that calculation. engineers are evaluating ways to apply
the technology of direct gas injection,
as used on MAN’s two-stroke DF engine
to its four-stroke DF engines. This will
give the potential to reduce methane ​ reduction potential
slip by a value greater than 90 %. through new aftertreatment
solutions, like oxidation catalysts

Fig. 6: MAN 51/60 DF 90 %

reduction potential
through direct gas injection technology
as used on ME-GI two-stroke engines

Internal engine design

The countermeasures devised and The air/fuel mixture is compressed and (i.e. replace exhaust gases with charge
under investigation at MAN’s technical ignited by a spark-plug or liquid fuel pilot air or air/fuel mixture). In Otto gas oper-
department for four-stroke engines injection and is thus in the cylinder for all ation, minimising this overlap reduces
involve all the major aspects of internal of the induction and compression strokes the time in which air/gas mixture can
engine design: control of engine oper- and part of the power stroke. In addition, reach the exhaust port, while close
ation; combustion processes and their because the four-stroke engines rely control of the timing and duration of
control; basic engine architecture. As much more for gas exchange on inlet gas admission from electrically-con-
they mature, measures are being rigor- and exhaust valves, in the Otto process trolled valves in the inlet ports precisely
ously applied in both new four-stroke there are increased opportunities for limits the time that gas can enter the
DF engines i.e. the 51/60 and 35/45 DF, the gaseous fuel to evade combustion. cylinder during exhaust valve opening.
and those diesel engines being retrofit-
ted by the MAN PrimeServ after-sales An important line of attack centres the In terms of engine architecture, a
department to run on LNG, such as reduction in the overlap of inlet and successful approach is the reduction
48/60 diesel to 51/60 DF conversions. exhaust valve openings and the timing of “crevice volumes” in the combustion
of gas admission. Valve overlap creates chamber – i.e. areas where pockets
As outlined above, MAN’s four-stroke SI an unavoidable period during the inlet of unburnt gas can be trapped that
gas and DF engines operate on the Otto stroke of a four-stroke engine when cannot be reached by the flame torches
combustion process, where gaseous fuel both inlet and exhaust valves are open during combustion.
is pre-mixed with air before ignition. in order to “scavenge” the cylinder
 MAN Energy Solutions
Managing methane slip 14

One example is the “top land” of the Most recently, MAN has addressed the Simultaneously, the associated
piston in spark ignited gas engines. optimisation of methane conversion improvements in the combustion
This is the area above the top piston using enhanced combustion control processes of MAN’s four-stroke gas
ring on the piston crown. By raising and the inclusion of combustion pres- engines are also leading to consider-
the position of the piston ring and so sure sensors in the cylinder to enable able improvements in fuel efficiency.
reducing the height of the top land, the cylinder-pressure monitoring and cylin-
associated crevice volume is reduced der-pressure-based combustion control.
and the rate of combustion efficiency The benefits of cylinder cut-off in part
is increased. load operation are also being utilised.

CO2e [g/MJ] Relative CO2e [% 2008]

300 200

180

250
160

140
200

120

150 100

80

100
60

40
50

20

0 0
1897 2008 2018 2025+ 2018 2018 2025+
Rudolf Diesel MAN 48/60 CR MAN 45/60CR TS Four-stroke MAN 51/60DF MAN 35/44GTS Four-stroke Synthetic fuel
diesel engine gas engine

CO2 emissions [g/MJ] CO2e (methane) Reference 2008 Target 2030 Target 2050

Fig. 7: Comparison over time of CO 2 emissions from different types of MAN four-stroke engines – how low can it go?

Aftertreatment

While an oxidation catalyst (“oxicat”) methane oxidation catalysts capable

is not an option for two-stroke engines of a methane slip reduction of 70 % on
because of unsuitably low exhaust both SI and DF gas engines. In labora-
gas temperatures, it is a well-es- tory tests with synthetic exhaust gas,
tablished technology for removing the 70 % methane conversion rate has
unburnt hydrocarbons and carbon been achieved. The next step will be
monoxide from four-stroke engine tests on a full-size engine.
exhaust gases. The exhaust gas tem-
peratures from MAN’s four-stroke SI A special challenge with the oxicat is
and DF engines are sufficient to sup- the need to integrate the catalyst on
port the oxidation of methane slip and the engine before the turbocharger,
MAN is participating in the “IMOKAT” where exhaust gases are hotter, since
project supported by the German variations in exhaust gas temperature
Federal Ministry for Economic Affairs represent a particular challenge in
and Energy. The aim is to develop terms of control engineering.
 MAN Energy Solutions
Managing methane slip 15

Direct gas injection

The technology of direct gas injection As with MAN’s ME-GI two-stroke DF

used on MAN’s ME-GI two-stroke gas engines, the direct injection of gas into
engines can also be applied on four- the cylinder when compression is at its
stroke DF engines, switching them to highest demands much higher gas inlet
the Diesel combustion principle. It is pressures. These present a consider-
estimated that this step would enable able engineering effort and demand a
a further reduction in methane slip es- more powerful compressor than for the
timated at greater than 90 % compared low-​pressure principle presently used
to Otto gas engines with premixed on MAN’s four-stroke Otto gas engines,
cylinder charge. where an air/gas mixture is admitted
during the induction stroke. However,
As in the ME-GI, two-stroke DF engines, as stated above, in ME-GI two-stroke
gaseous fuel would be injected with the DF engines this additional first cost for
diesel-fuel pilot into the compressed the gas compressor is offset by the lower
charge-​air at around top dead centre. This fuel consumption and hence lower CO2
will leave no scope for methane to escape emissions attainable with Diesel DF
during the four-stroke cylinder scavenging combustion.
process. Accordingly, MAN’s engineers
are already assessing the feasibility of
direct gas injection on four-stroke gas
engines and will be able to apply the
technology, when the market demands it.
 MAN Energy Solutions
Managing methane slip 16

Retrofitting for future fuels

Advocating a Maritime Energy Tran- environmental standards on polluting However, the higher costs can be offset
sition, MAN Energy Solutions is con- emissions and to reduce CO2 emis- when the liquid fuel engine is due for
vinced that synthetic, carbon-neutral sions by around up to 26 %, compared a full overhaul. They are additionally
fuels will open the way to a future of to four-stroke oil-fuelled engines – with justified when the retrofitted engine
climate-neutral shipping. To meet the the option to use SNG as soon as complies with emissions limits and
2050 climate goals this also means available, either as a drop-in fuel or up avoids operating bans and penalties,
that large parts of the existing global to 100 %. Conversion to dual-fuel oper- including higher port fees.
shipping fleet will need to be retrofitted ation is thus a future-proof investment.
from liquid fuel to dual-fuel liquid/gas Likewise assisting retrofit business
operation. Incorporating the capability The actual costs of the retrofit depend cases are the potentials for significantly
to take advantage of a range of low-​ on the scope of technical solutions and better engine performance from the
carbon and carbon-neutral fuels will conversions, ranging from very low in upgrades to more modern technology
enable engines to run, for example, on the case of LNG to synthetic natural gas, included in the retrofits (e.g. addition of
carbon-neutral synthetic gas without where no technical adaptations are the latest electronic controls), access to
further technical modifications. For needed, and up to 50 % to 75 % of a new more favourably priced fuel and possible
four-stroke engines LNG is right now engine for an initial liquid to gaseous clean air incentives and subsidies.
the only available fuel to meet today´s fuel conversion.

Ship name Owner Application Conversion Operation since Savings (t/year)

NOx SOx PM CO2*

MV Wes Amelie Wessels Reederei Container ship 1000 TEU MAN 8L48/60B to 2017 207 10 6 1,088
MAN 8L51/60DF

MV Napoles Baleària Eurolineas Ferry ship RoRo 2x MAN 9L48/60A to 2019 259 12 7 1,360
Maritimas 2x MAN 9L51/60DF

Tab. 3: Two examples showing emission savings after retrofit from liquid fuel to dual-fuel liquid / gas operation * Methan conversion factor of 25 (for
100 years) used as CO 2 equivalent

Fig. 8: Wes Amelie

In 2017 ‘Wes Amelie’, a 1,036-TEU feeder container ship owned by German Wessels Reederei,
became the first container vessel globally to be converted to LNG.
 MAN Energy Solutions
Managing methane slip 17

A roadmap
towards a Maritime
Energy Transition
With its ME-GI two-stroke dual-fuel en- Following the projected first step of With the successes to date and the
gines operating on the Diesel combus- adopting LNG as the standard fuel for realistic prospect of further gains in its
tion principle, MAN Energy Solutions marine applications in place of liquid campaign to minimise methane slip, the
has already achieved extremely low lev- fossil fuels, MAN is a strong advocate proven dual-fuel-versatility of MAN’s
els of unburnt methane emissions and of a Maritime Energy Transition. This shift two- and four-stroke engines will mean
thus has an immediate, ready-made, from fossil-to-synthetic gaseous fuels that the Maritime Energy Transition will
very low methane slip solution for ship would be achieved by the gradual mix- not be a technical issue but one of fuel
owners wishing to adopt LNG fuelling. ing of progressively higher proportions availability, cost, market incentives and/
Values of 23 % reduction in GHG of renewable, synthetic fuels with LNG. or fuel supply infrastructure.
emission have been measured on
recent ME-GI engines. To promote the Maritime Energy Tran- The retrofitting of existing liquid fuel
sition, MAN foresees a fuel-flexible engines to operation on gas will be
On the four-stroke side MAN now expects future that requires engines to be able an essential first step since, at a later
a combination of engine-​internal and af- to cope with a wide range of fuels from stage, all such engines will also be able
tertreatment measures to achieve meth- natural gas/LNG to synthetic fuels with to operate on a range of carbon-neutral
ane slip levels that will enable continued decreasing levels of carbon content. synthetic fuels, including synthetic nat-
expansion of the global four-stroke gas ural gas (SNG) without further technical
engine population. At the time of writing, Since the maritime industry needs to adaptation. Such retrofit conversions
MAN has already reduced methane slip include the Maritime Energy Transi- have been successfully implemented by
from its four-stroke gas-burning engines tion concept and the idea of flexible, MAN PrimeServ and are a central focus
by more than half in the last ten years, multi-fuel operation into their forward in MAN’s strategy for the Marine Energy
leading to a GHG benefit of approximately planning to meet IMO goals for GHG Transition. New equipment is being de-
5 % to 15 % compared to conventional by 2050, MAN’s technical departments signed to be retrofittable to the existing
diesel engines. have already started to develop and engine population, so that engine users’
investigate the technologies to support earlier investments do not become
These developments are enabling and this transition. “stranded assets”.
will enable engine operators on land
and sea to continue to reap the eco- The new synthetic fuels envisaged Finally, realising this prospect of a new
nomic and ecological benefits of SI and will include, on the one hand, those carbon-neutral age in shipping and
DF engines burning LNG. On the eco- produced from carbon-neutral large-engine-based power generation
nomic side, the advantages are lower “Power-to-X” sources, i.e. synthetic will require close cooperation between
fuel costs and fewer, less expensive fuels or gases based on hydrogen market stakeholders, regulators and
emissions reduction devices than with derived from renewable energy sources politicians to promote and develop the
liquid fuels. On the ecological side, gas such as wind, solar and hydroelectric necessary conditions and infrastructure
engines operating on the Otto principle power. On the other hand, ammonia for a fuel transition. For its part, MAN is
offer an immediate answer to current (NH3) based on hydrogen produced already preparing for a fuel-flexible, low
IMO Tier III limits on NOx emissions and from renewable sources (green GHG future, is open to technological
the Sulphur Cap without exhaust gas ammonia), or fossil-​based with carbon change and committed to developing
aftertreatment, and a valuable first step capture (blue ammonia) is a promising the products needed, in-line with mar-
in reducing CO2 emissions. option for two-stroke engines, with the ket developments.
potential to significantly decrease GHG
emissions.
 20
MAN Energy Solutions
Managing methane slip 18

of the 120 tons of LNG

will be replaced by SNG
56 tons
additional CO2 savings per
round trip through SNG blending

3264
CO2 savings already achieved by running
on LNG in first three years after retrofit
tons

MAN Energy Solutions and Wessels Marine

GmbH have announced a technical showcase
whereby the Wes Amelie, the first dual-fuel
retrofit ever, will use climate-neutral SNG
produced from renewable energy as drop-in fuel.
 MAN Energy Solutions
Managing methane slip 19

Bibliography
1
IPCC, 2013: Climate Change 2013: The Physical Science Basis. Contribution of Working Group I to the Fifth Assessment Report
of the Intergovernmental Panel on Climate Change
Stocker, T.F., D. Qin, G.-K. Plattner, M. Tignor, S.K. Allen, J. Boschung, A. Nauels, Y. Xia, V. Bex and P.M. Midgley (eds.)
Cambridge University Press, Cambridge, United Kingdom and New York, NY, USA, 1535 pp.

2
https://www.marpol-annex-vi.com/eedi-seemp/

3
Ref Number: http://www.imo.org/en/MediaCentre/PressBriefings/Pages/11-MEPC-74-GHG.aspx
MAN Energy Solutions
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P + 49 821 322-0
F + 49 821 322-3382
info @man-es.com
www.man-es.com

All data provided in this document

is non-binding. This data is for informa-
tion 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 partic-
ular characteristics of each individual
project, especially specific site and
operational conditions.

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