View non-flash version
20 Maritime Reporter & Engineering News ? SEPTEMBER 2013 Regeneration (SCR). Together with a diesel engine of the newest MAN gen-eration the SCR-technology forms in future a complete system on board a ship. Furthermore, we made major steps forward with the exhaust gas recircula-tion technique on two-stroke engines. In general heavy fuel on board ships is used; this contains sulfur and releases during the combustion process NOx and SOx. The legislation foresees that dur- ing the next 10 years such emissions must be reduced drastically. Our EGR- systems provide a high fuel ß exibility, from heavy fuel towards distillates and gas; the NOX content is reduced by a partial recirculation of exhaust back into the scavenging air. This minimizes the oxygen content of the air in the com-bustion chamber which in turn reduces the combustion temperature and hence the NOx formation. Test at our ?Diesel Research Center? here in Copenhagen have shown, that with the help of the EGR technique, the upcoming Tier III NOx limits are fulÞ lled. In the Þ eld of the big-bore engines we work as well on SCR solutions; together with one of our licensees we recently put the Þ rst IMO Tier III unit in operation. In addition to this we feature a very remarkable portfolio of gas-engines. In the business unit Low Speed we intro-duced the ME-GI engine.The ME-GI engine represents the cul-mination of many years? of work that began in the 1990s with the company?s prototype MC-GI dual-fuel engine that entered service at a power plant in Chi-ba, near Tokyo, Japan in 1994. Depend- ing on relative price and availability, as well as environmental considerations, the ME-GI engine gives shipowners and operators the option of using either HFO or gas ? predominantly natural gas. We see signi Þ cant opportunities aris- ing for gas-fueled tonnage as fuel prices rise and modern exhaust-emission lim-its tighten. Indeed, research indicates that the ME-GI engine delivers signiÞ -cant reductions in CO2, NOx and SOx emissions. Furthermore, the ME-GI en-gine has no methane slip and is there-fore the most environmentally friendly technology available.MAN Diesel & Turbo predicts a broad, potential market for its ME-GI engine. As such, the ME-GI engine represents a highly efÞ cient, ß exible, propulsion- plant solution.From the technical point of view I?m pretty sure that we at MAN Diesel & Turbo can solve the challenges. At the end of the day the question is open if our customers are able to invest in this, based on the new exhaust legislation, new technology, especially in consid- eration of the current weak world eco-nomical crisis.?We see signi cant opportunities arising for gas-fueled ton- nage as fuel prices rise and modern exhaust-emission limits tighten.?Søren H. Jensen, 49, Vice President of R&D at MAN Diesel & Turbo, who likes to work in a free-standing position at his desk. Back in 2004, MAN Diesel & Turbo started the rst test pro- gram with EGR on the large 4T50ME-X two-stroke diesel test engine in Copenhagen, in order to verify the effect of EGR. Image shows the cylinder-head platform of the test engineONE ON ONE Søren H. Jensen, MAN Diesel & Turbo About Søren H. Jensen After graduating in 1990 from the Technical University of Denmark (DTU) as a Mechanical Engineer, Jensen started his professional ca-reer at MAN Diesel & Turbo in the R&D and Engineering Department. He held various positions in engine development and new design, 1992 ? Research Engineer Vibration Analy- ses, 1998 ? Research Engineer En-gine Development, 2001 ? Manager Engine Development, 2005 ? Senior Manager New Design, before he was promoted in 2008 to Vice President of R&D, where he took over the re-sponsibilities of R&D Marine Low Speed Engines. Jensen was member of the CIMAC Board from 2009-2011; since 2011 he is a member of the Advisory Board of the DTU Me- chanical Engineering Department.MR #9 (18-25).indd 20MR #9 (18-25).indd 208/30/2013 9:22:20 AM8/30/2013 9:22:20 AM
