MAN Energy Solutions’ latest engines combine increased efficiency with a world-first LPIG solution.

MAN Energy Solutions is heavily focused on delivering engines that reduce costs for operators once the 2020 low sulphur fuel directive comes into force.

Its new G95ME-C10.5 model – launched in April this year – marks an improvement over the already very efficient G95 Mark 9 model and will help operators save fuel costs as they face soaring fuel costs come 2020.

“It is the most efficient engine we have ever had in the market and as a consequence, is MAN’s most efficient two-stroke engine ever,” said MAN Energy Solutions vice president Bjarne Foldager. “There is a clear expectation from container lines to have the highest possible fuel efficiency and of course fuel is a very big cost for container lines; fuel prices are increasing and especially with the 2020 low sulphur cap, there are clear expectations that fuel prices will increase further.”

Emphasising this point, Mr Foldager noted that Maersk Line expects its fuel bill to increase by as much as US$2Bn annually over the next couple of years: “This is quite a substantial cost increase, so anything that can reduce fuel oil consumption is a primary concern for any container line. That is why we developed [the] Mark 10 – it is really suited to large container ships.”

Mr Foldager explained just how the company made the latest engine model more efficient than its predecessor: “We modified a lot of equipment, such as the piston rods, and used different types of bearings.” The company also strengthened the crank shaft, which meant it could increase the pressure of the engine, helping make it even more efficient.

MAN has clinched a contract for five G95ME-C10.5 engines to be used in Costamare’s 12,690-TEU newbuilds, chartered by Yang Ming.

Mr Foldager said: “We expect and hope that we have a lot of interest. We already have a few more orders but are not able to announce them yet.”

LGIP world-first

MAN Energy Solutions has also recently launched another engine that will help operators deal with high fuel costs come 2020; its LGIP (which stands for Liquid Gas Injection Propane) engine was launched in September and runs on LPG – making it a world first.

Commenting on the new unit, Mr Foldager said: “This is quite interesting for 2020 as it is an alternative fuel. We received orders for gas carriers before we even officially launched the engine, a reflection of the demand that it could have.”

Mr Foldager said the new engine complies with all the 2020 low sulphur regulations: “It is a clean fuel and complies with low sulphur oil regulation; there is a big reduction in particulate matter, a large reduction in NOx and an 18% reduction in greenhouse gas [emissions].”

Discussing exactly why this type of engine will likely find favour once the new regulations take hold, Mr Foldager noted: “LPG is not cryogenic, so it is relatively easy to handle. This means that it is a lower-cost investment compared to LNG, as less expensive material is needed for the tank.”

And there are other reasons that hint strongly at this unit’s future popularity. “The main criteria are price and availability, and in terms of price, LPG is expected to reduce in price. It is available in many places around the world; there are as many 700 LPG tankers around the world, so the infrastructure is already available and the fuel is available. While it is currently more expensive than HFO, it might become a very competitive fuel after 2020,” explained Mr Foldager.

While interest in the LPG engine initially stemmed from gas carriers, with both a retrofit and a newbuild order in place, MAN is convinced that with time other ship types will come to benefit from its latest technology, including container ships, bulkers and tankers.

Bron: Marine Propulsion