MAN B&W ME-GA

Agenda

1 ME-GA engine development

2 ME-GA design concepts
3 Performance optimization
4 Summary

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The MAN B&W ME-GA
As the world’s leading engine designer, we are committed to develop new technologies in demand by the
market and our customers.
Minimal installation and optimized performance
− Well-known engine room design similar to ME-C and ME-GI.
− Comes with MAN EGR as standard for significantly lower NOx, CO2 and GHG
emissions.
− Minimised installation costs.
− Unique gas admission system enabling safe and reliable operation,
at lowest possible costs.
− Robust piston ring package with three piston rings and uniform pressure drop.
− Simple pilot fuel system that can burn VLSFO/MGO.
− Worldwide service network providing maximum availability.

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1 ME-GA engine development

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ME-GA engine development
Filling a gap in our engine portfolio.

Project background
LNGC: ME-GI engine → Higher CAPEX for auxiliary systems.
Market request for alternative solution where the high pressure BOG
compressor is not needed.

Portfolio of two stroke LNG burning engines

ME-GA engine focusing on competitive system CAPEX and OPEX.
ME-GI engine focusing on low OPEX and market leading with lowest
greenhouse gas emissions.

Project timeline
Delivery of commercial ME-GA engines from 2022 onwards.

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ME-GA engine development
Project timeline
1st engine confirmation at Research Centre
Copenhagen Delivery of 1st commercial engines
Project start

2017 2018 2019 2020 2021 2022

Pre-study Project announcement Available in engine First 12 X MAN B&W G70ME-GA engine orders for
programme 6 X LNG Carriers

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ME-GA engine market update
Current ME-GA newbuilding projects
ME-GA in LNG carriers
For those LNG carrier projects where ME-GA has already been ordered, we have seen the following
decision making aspects:

✓ Performance and emission benefits are reliably delivered via MAN-ES’ integrated and proven EGR system.
✓ MAN-ES’ long track record of taking new engine designs from concept to reliable world wide engine operation.
✓ Tailored for easy application in contemporary LNG carrier designs.

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2 ME-GA design concepts

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ME-GA design concepts
Otto cycle process.

Combustion principle

‒ Scavenging air is let into the cylinder as the

piston reaches bottom dead centre (BDC).

‒ Gas is admitted as the piston moves upwards in

the cylinder liner.

‒ The pre-mixed air-fuel mixture gets ignited by

means of pilot oil.

‒ Combustion and the piston moves downwards

BDC completing the cycle.

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ME-GA design concepts
Principle gas system.

Double wall Double wall

Ventilation outlet Ventilation inlet

Fuel Gas Gas Safe Gas

Gas Valve Nitrogen
Supply Regulating Admission
Unit* block
System Unit Valves
Hazardous Gas safe
area area
ME-GA engine

Single wall piping

Double wall piping

Gas supply during running
Depressurization / Purging after gas operation

* The Gas Valve Unit contains double block and bleed valves according to gas code requirements and can be used as Master Gas Valve if desired.

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ME-GA design concepts
Gas components and piping.
Features from the well proven ME-GI platform, with more
than 1,7 million dual-fuel running hours.
(SGAV)
Benefits at a glance

‒ One double wall pipe installation with bi-directional flow.

‒ Safe Gas Admission Valve (SGAV) developed to enhance

engine operation.

‒ A window valve in SGAV offers a double safety function.

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ME-GA design concepts
Gas components and piping. Nitrogen
SGAV installation on engine purge block

‒ SGAV on each side of every cylinder. SGAV

‒ Maximum space for overhaul. Aft
GRU
Gas Regulating Unit (GRU)
‒ Engine mounted design.
‒ Enables depressurization of the system.

Nitrogen purge block

‒ Mounted at the aft of the engine.
‒ Enables purging without dedicated blow off piping.

Fore

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Gas Valve Unit (GVU) for ME-GA
The GVU for ME-GA benefits from a patent pending design, resulting in a number of advantages.

Key benefits
‒ Can be installed outside the engine room, and thereby simplifying engine room installation.
‒ Cost effective installation and designed with ease of maintenance in mind.

Possible due to our patent pending engine design involving an on-engine gas regulating valve and a
bypass system that enables depressurization of the system without expensive dedicated blow-off piping.

GVU wall mounted GVU stand-alone skid

Height: 1590 mm.

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ME-GA design concepts
G70ME-C10.5-GA cylinder condition.
Controlled leakage
Ring package ensures even pressure distribution
‒ Minimum deposit build up in the ring grooves.
‒ Significantly more robustness against ring collapse.
‒ Well proven design with millions of running hours accumulated in
service on existing G70 engines.
‒ TBO. Of piston crown and piston rings well within our guidance
values.
‒ Confirmed piston ring performance during ME-GA R&D tests.

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ME-GA engine control concept
Fuel Ratio Control (FRC)

ME-GA engines are able to operate on a wide range of gas qualities.

64-100 for 100% engine power

60 for 85% engine power

Engine power (%)

FRC can be used to obtain 100% engine

power under all conditions

Methane number

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Pilot oil system

Micro Booster Injection Valve (MBIV)

‒ Low system complexity. Fuel oil will be divided on the
engine to the main injectors and pilot oil system.
‒ Pilot oil can be VLSFO or MGO/MDO
‒ Nominal pilot oil consumption = 0.5% pilot energy fraction

Location on cylinder-head
‒ MBIV
‒ Fuel oil injectors

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G70ME-C10.5-GA cylinder head layout
Overview of components

Major components
‒ Fuel oil valves
‒ MBIV valves
‒ Control oil pipes for MBIV
‒ Fuel oil pipes for MBIV

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Adaptive Cylinder Control
The MAN B&W G70ME-C10.5-GA features adaptive cylinder control.

Key Benefits
Adaptive Cylinder Control automatically ensures the best engine
performance and lowest possible fuel consumption at all times

− A new patent pending algorithm secures that each individual

cylinder always operates at its optimal cylinder pressure.
− For optimum performance Adaptive Cylinder Control conducts
comparisons between the actual current values against the
reference values from the performance trial.
− Automatically adjusts for varying fuel qualities and calorific value
due to the new working principle.

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3 Performance optimization

The MAN B&W G70ME-C10.5-GA

comes with
EGR as standard

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Performance optimization with MAN EGR
Impact on combustion.

Lower CO2 and GHG emissions with EGR

− Improving Specific Gas Consumption (SGC) by ≈ 3%.
− Improving Specific Fuel Oil Consumption (SFOC)
by ≈ >5%.
− Significantly reduced methane slip.
− Pre-ignition eliminated.
− Enhanced combustion stability.
− Reduced heat-load on liner.

Pressure diagram showing measurements with different amount of EGR.

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EGR on ME-GA
Compact design = Minimum changes to engine room layout.

Major components
‒ EGR. Shut-off valve

‒ Pre-spray

‒ EGR. Cooler

‒ EGR. Blower
‒ Water mist catcher

‒ EGR. Gas pipe

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Proven MAN B&W EGR
A matured technology on MAN B&W engines.

Commercial service experience with EGR since 2012

− Well proven and compact design.
− More than 250 engines ordered with EGR, and more than
120 already in service.
− Design and cost optimised over the last decade.
− Utilized as Tier III measure on both ME-C, LGIP and ME-
GI.

G70 Engine equipped with EGR.

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4 Summary

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MAN B&W ME-GA
The MAN B&W comes in one standard version with minimized methane slip and increased fuel-efficiency.
Combustion tuning
Engine Description Efficiency Tier III compliance Methane slip (Mean Effective
Pressure)

ME-GA Improved Compliant in gas and Increased MEP

EGR installed Significantly reduced
EGRBP efficiency* diesel mode (<17.4 bar.)

As industry leaders committed to lowering emissions

Otto cycle
engines
without No SCR or EGR installed Basic efficiency Compliant in gas mode High Limited potential
the MAN B&W G70ME-C10.5-GA comes with EGR as
Tier III
abatement

Otto cycle
standard.
Compliant in gas and
engines SCR installed Basic efficiency High Limited potential
diesel mode
with SCR

* As described in section 3.

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The MAN B&W ME-GA

Minimal installation and operation costs

− Well-known engine room design similar to ME-C and ME-GI.
− Comes with MAN EGR as standard for significantly lower NOx, CO2 and
GHG emissions.
− Minimised installation costs.
− Unique gas admission system enabling safe and reliable operation,
at lowest possible costs.
− Robust piston ring package with three piston rings and uniform pressure
drop.
− Simple pilot fuel system that can burn VLSFO or diesel.
− Worldwide service network providing maximum availability.

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Our global aftersales network
MAN PrimeServ Service Centers

FREDERIKSHAVN
HAMBURG
GOETHENBURG
ANTWERP ST. PETERSBURG

SCHIEDAM

DOHA
TUZLA SHANGHAI
SETUBAL
FUJAIRAH

24/7
HOUSTON HALIFAX LAHORE
SEATTLE GENOA
FORT LAUDERDALE
VALENCIA BUSAN

LOS ANGELES LAS PALMAS

HONG KONG

availability JEDDAH
VADODARA PARANQUE CITY

>100
PANAMA CITY KARACHI
MANAUS
SINGAPORE

locations
RIO DE JANEIRO

>3,000
BUENOS AIRES DURBAN
PERTH
CAPE TOWN
VALPAR AISO
MELBOURNE
AUCKLAND

SIDNEY

employees worldwide

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Tier
Tier III compliance

Regulations and trends

‒ In case of a temporary failure* in the gas supply system when operating in Tier III areas, the ships may
continue in Tier II mode to next appropriate port for repairs.
‒ Lack of gas fuel is not accepted as a “failure” and will be considered as a violation of the NOx regulation in
MARPOL Annex VI.
Due to this, most ship owners choose Tier III abating equipment in order to ensure full fuel flexibility in
Tier III areas, and minimum off-hire.

” This would indicate that if such failure prevents operation on gas fuel, the ship should take reasonable precautions to minimize emissions by operating at
Tier II NOX levels, if feasible. It should be noted that non-availability of gas fuel under regulation 18 of MARPOL Annex VI is not regarded as a failure in
this provision.”

- MEPC.1-Circ.854 - Guidance On Regulation 13 Tier III Dual fuel engines

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Power take off
The MAN B&W ME-GA engine enables the use of shaft generator or front end PTO

PTO benefits
‒ Reduced GenSet running hours
‒ Improved EEDI
‒ Depending on layout: Reduced fuel consumption

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All data provided in this document is non-binding.
This data serves informational purposes only and is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and
will be assessed and determined individually for each project. This will depend on the particular characteristics
of each individual project, especially specific site and operational conditions.

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