shg-000-001 1 tier+ii+compliance+instead+of+tier+i final

7/28/2019 SHG-000-001 1 Tier+II+Compliance+Instead+of+Tier+I Final

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STX Heavy Industries Co., Ltd.

TECHNICAL INFORMATIONAction code Type

All STX-MAN 2-stroke EnginesDocument No..

SHG-000-001

Description

IMO Tier II & III compliancecompared to Tier I limitation

Info. Group000

Page no. : 1(4)

Refer. dwg. no. orDocument no.

License Letter, LL09-17(1 July 2009), LL09-12(23 April 2009),

License Letter, LL09-06(19 Feb. 2009), LL08-25(26 Nov. 2009)

IMO MARPOL MEPC 58

Date Des. Chk. Appd Change / Replacement C

091111 HCY CHP TBK First issue 0100112 HCY CHP TBK Revised modification list (DUN.25.2009) 1

Purpose The purpose of this documentation is to provide the information about the summary of MEPC (Marine

Environment Protection Committee) 58th

of IMO (International Maritime Organization), emphasizing on

issues related to STX-MAN 2-stroke Engines for future emission regulations as an easy guidance.

Background

Since MARPOL Annex VI entered into force in May 2005, it has been ratified so far by 53 countries,

representing approximately 82% gross tonnage of the world’s merchant shipping fleet. At its 58th

meeting,

(MEPC 58th

session, 6 to 10 October 2008 in London), MEPC adopted amendments to the MARPOL Annex

VI regulations approval of a new Tier-set of emission limits for NOx (Nitrogen Oxides), SOx, (Sulphur Oxides),

PM (Particulate Matter), and a revised NOx Technical Code in a new Annex VI Regulation.

a. NOx regulation by MEPC 58th

According to the new regulation, future NOx emission limits for marine diesel engines installed on new ships

have been discussed with a 2-step approach.

The Tier II limit applies to all diesel engines with an output of more than 130 kW and installed on ships built

on and after 1st

J anuary 2011. The Tier III limit applies to all diesel engines installed on ships built on and

after 1st

J anuary 2016 when operating in an ECA (Emission Control Area), The Baltic Sea and the North Sea

have been defined as special restricted Emission Control areas (NOx, SOx and particulate matter) In

addition, the designation of the coastal waters of the United States and Canada as an Emission Control Area

will be expected. When the ship is operating outside ECA, the Tier II limit applies to the ships.

Tier II, which is to enter into force on 1 J anuary 2011, reduces the existing Tier I level by up to 2.6g/kWh NOx

in the relevant speed ranges for 2-stroke engines, and Tier III, which is to enter into force on 1 J anuary 2016,

reduces the existing Tier I level by 80% across the speed dependent NOx limit in the graph in Fig. 2 for new

engines to be installed on vessel built on or after 1 January 2016, only in defined Emission Control Areas(ECA). However the same limits as Tier II are applied in global areas.



STX Heavy Industries Co., Ltd.Document No..

SHG-030-001 Description

IMO Tier II compliancecompared to Tier I limitation

Info. Group000

Page no. : 2(4)


100112 HCY CHP TBK Revised modification list (DUN.25.2009) 1

[Fig.1 NOx Limitation value per Tiers] [Fig.2 Graph of NOx limitation value]

b. SOx limi tation by MEPC 58th

It was approved at MEPC 58th

that the future limits of Sulphur Oxide (SOx) emissions are reduced initially to

3.50% of sulphur content in fuel from current 4.50% then progressively to 0.50%, effective from 1 J anuary

2020, subject to a feasibility review to be completed no later than 2018. This regulation applies to all diesel

engines (Existing and new engines) by the fuel sulphur content. Use of Heavy Fuel Oil is permitted.

At present alternative measures to meet the SOx regulation are only to use the allowed 1.5% fuel sulphur

content limit in SECA (Sulphur Emission Control Areas). With the revised MARPOL Annex VI and NOx

technical code 2008, all the limits can also be met by alternative measures, i.e. sea water exhaust gas

scrubbers. Please refer to Fig. 3 Fuel sulphur limit as below.

How to meet IMO Tier II

All relevant STX-MAN 2-stroke engines can be updated by internal methods (only Engine adjustment without

any pre or after-treatment NOx reduction methods) to meet Tier II. This can be achieved by the modification

of engine components such as fuel valves for fuel system and by an adjustment of the combustion chamber

[Fig.3 Fuel sulphur limit]






Info. Group000

Page no. : 3(4)



volume using piston rod shims, the scavenge air pressure and exhaust cam profile on MC/MC-C Engines,

and on ME engines the fuel pressure booster and fuel valves, combustion chamber volume by piston rod

shims, the scavenge air pressure and electronic control parameter settings can be adjusted.

Furthermore, inconel cladding on piston crown and higher mark design will be most likely to be introduced on

some engine types in connection with the Tier II optimization.

[Fig.4 In-Engine control for Tier II]

Consideration to meet IMO Tier II regulations

a. STX-MAN 2-stroke engine programme:

The engine layout area of L4-L2 in the layout diagram for some Tier II engine types so called “lower mark

version engines” has been reduced compared to the equivalent present Tier I compliant engines to handle

required engine adjustments for Tier II compliance.

b. Optimizing/matching point :

Tier II compliant engines are not available in a part load optimized configuration. Under Tier II limitation, it is

always set to 100% of SMCR.

c. Capacities of Auxil iary machineries on Engine room :

The capacity for some of auxiliary machineries will be increased at Tier II limitations against the present Tier I

limitations. It can be found on MAN CEAS program. (http://www.manbw.dk/ceas/erd/index.html).d. Others

It is an advantage to select the engine with the higher Marker version and then de-rate it to the power

required, thereby achieving fuel saving.






Info. Group000

Page no. : 4(4)



If it is necessary to apply the Tier II on vessel, this information and discussion have to early forward to engine

maker to modify the engine design. For detail information of modification, please see the enclosure.

Low sulphur fuel oil operation against SOx limitation

STX-MAN 2-stroke engines can be operated on fuels fulfilling the ISO8217:2005 standards including the low

and ultra low sulphur fuels. Besides being low on sulphur, in general distillate fuels also have a lower

viscosity than the residual fuels. However, the lowest viscosity suitable for 2-storke engines should be kept

above 2 cSt in order to ensure safe operation. Furthermore, when the low sulphur fuel oil is used, the change

of cylinder oil feed rate and/or TBN (Total Base Number) is recommended in order to keep the safe condition

of combustion chamber.

For detail guidance, it will be forwarded in near future.

-END-

Enclosure :

Engine Modification related to Tier II



Encl. (Tech info. SHG-000-001_1_) First issued on 2nd Nov. 2009

Up-Dated on 12th Jan. 2010

P C r i n g ①

E x h a u s t

v a l v e , t u l i p s h a p e ②

P i s t o n c

r o w n

I n c o n e l

c l a d d e d p i s t o n c r o w n

P i s t o n R

o d

P i s t o n r o d s h i m

C o m b u s

t i o n C h a m b e r

( L i n e r &

C o v e r & F r a m e b o x )

S c a v e n g

e a i r p r e s s u r e ③

E x h a u s t

c a m

g e o m e t r y

V I T f u e l

p u m p n e c e s s a r y ④

O p t i m i z

i n g ( M a t c h i n g p o i n t )

M E p a r a

m e t e r s e t s

E n g i n e l a y - o u t c h a n g e

a t l i n e L

2 - L

4

K 98 MC 6 New Yes New Inconel No change New New liner Higher New STD 100% - No

K 98 MC 7 New Yes New Inconel No change New New liner Higher No change STD 100% - No

K 98 ME 6 New No change New Inconel No change New New liner Higher - - 100% New No

K 98 ME 7 New No change New Inconel No change New New liner Higher - - 100% New No

K 98 MC-C 6 New Yes New Inconel No change New New liner Higher New STD 100% - No

K 98 MC-C 7 New Yes New Inconel No change New New liner Higher New STD 100% - No

K 98 ME-C 6 New No change No change Inconel No change New New liner Higher - - 100% New No

K 98 ME-C 7 New No change No change Inconel No change New New liner Higher - - 100% New No

S 90 MC-C 8 New No change No change Inconel No change New New liner Higher New STD 100% - Yes

S 90 MC-C 7 New No change No change Inconel No change New No change Higher New STD 100% - No

S 90 ME-C 8 New No change No change Inconel No change New New liner Higher - - 100% New Yes

S 90 ME-C 7 New No change No change Inconel No change New No change Higher - - 100% New No

K 90 ME 9 New No change No change Inconel No change New No change Higher - - 100% New No

K 90 MC-C 6 New No change No change Inconel No change New No change Higher New STD 100% - No

K 90 ME-C 9 New No change No change Inconel No change New No change Higher - - 100% New No

S 80 ME-C 9 New No change No change Inconel No change New No change Higher - - 100% New Yes

S 80 MC-C 8 New No change No change Inconel No change New New liner Higher New STD 100% - Yes

S 80 ME-C 8 New No change No change Inconel No change New New liner Higher - - 100% New Yes

S 80 MC-C 7 New No change No change Inconel No change New No change Higher New STD 100% - Yes

S 80 ME-C 7 New No change No change Inconel No change New No change Higher - - 100% New Yes

S 80 MC 6 New No change No change Inconel No change New No change Higher New STD 100% - Yes


K 80 MC-C 6 New No change No change Inconel No change New No change Higher New STD 100% - No


S 70 MC-C 8 New No change No change No change No change New No change Higher New Needed 100% - No

S 70 ME-C 8 New No change No change No change No change New No change Higher - - 100% New No

S 70 MC-C 7 New No change No change No change MK8 New MK8 Higher New Needed 100% - Yes

S 70 ME-C 7 New No change No change No change MK8 New MK8 Higher - - 100% New Yes

S 70 MC 6 New No change No change No change No change New No change Higher New STD 100% - Yes

L 70 MC-C 8 New Yes No change No change No change New No change Higher New Needed 100% - No

L 70 ME-C 8 New No change No change No change No change New No change Higher - - 100% New No




S 60 MC-C 8 New No change No change No change No change New No change Higher New Needed 100% - No


S 60 ME-B 8 New No change No change No change No change New No change Higher New - 100% New No

S 60 MC-C 7 New No change No change No change MK8 New MK8 Higher New Needed 100% - Yes

S 60 ME-C 7 New No change No change No change MK8 New MK8 Higher - - 100% New Yes

S 60 MC 6 New No change No change No change No change New No change Higher New STD 100% - Yes





S 50 MC-C 8 No change No change New No change No change New No change Higher New Needed 100% - No

S 50 ME-C 8 No change No change New No change No change New No change Higher - - 100% New No

S 50 MC-C 7 No change No change New No change MK8 New MK8 Higher New Needed 100% - Yes

S 50 ME-C 7 No change No change New No change MK8 New MK8 Higher - - 100% New Yes

S 50 MC 6 No change No change No change No change No change New No change Higher New STD 100% - Yes

S 50 ME-B 9 No change No change No change No change No change New No change Higher New - 100% New No

S 50 ME-B 8 No change No change New No change No change New No change Higher New - 100% New No

S 46 MC-C 8 No change No change New No change No change New No change Higher New - 100% - No

E n g i n e T y p e

Modifications related to Tier II (from Tier I design)

STX Heavy Ind.



P C r i n g ①

E x h a u s t v a l v e , t u l i p s h a p e ②

P i s t o n c r o w n

I n c o n e l c l a d d e d p i s t o n c r o w n

P i s t o n R o d

P i s t o n r o d s h i m

C o m b u s t i o n C h a m b e r

( L i n e r & C o v e r & F r a m e b o x )

S c a v e n g e a i r p r e s s u r e ③

E x h a u s t c a m

g e o m e t r y

V I T f u e l p u m p n e c e s s a r y ④

O p t i m i z i n g ( M a t c h i n g p o i n t )

M E p a r a m e t e r s e t s

E n g i n e l a y - o u t c h a n g e

a t l i n e L 2 - L

4

E n g i n e T y p e


S 46 MC-C 7 No change No change New No change MK8 New MK8 Higher New - 100% - No

S 42 MC 7 No change No change New No change No change New No change Higher New - 100% - No




L 35 MC 6 No change No change New No change No change New No change Higher New - 100% - No


① Also new PC-ring on Mark 9 engines ; as the PC ring is identical on 60,70,80,90 & 98-cm bore engine type

② New exhaust valve will be introduced when de-rating of L60/70MC-C and K98MC/MC-C is needed.

③ Possible modifications on cooler casing/Scavenge air receiver chamber and/or changing of Turbocharger and Air cooler due to the higher scavenge

air pressure. It should be checked case by case

④ Under Tier II limitation, the VIT system for above 50/60/70MC-C Engines is needed

SFOC Change (IMO Tier II from Tier I) on LL09-06

MC/MC-C : +1~6g/kWh

ME/ME-C and ME-B : +0~3g/kWh

Reference

DUN.25.2009 (11 Jan. 2010) : Design Update Note (Tier II on 26~98bore engines)

LL09-17 (1 July 2009) : Tier II Compliance Instead of Tier I Design Change Status for MAN B&W Low Speed Diesel Engines

LL09-12 (23 April 2009) : CEAS Program

LL09-06 (19 February 2009) : Marine Engine IMO Tier II Programme 2009

LL08-25 (26 November 2008) : Tier II Compliance MAN B&W Low Speed Diesel Engines

IMO MEPC 58 : New Revised MARPOL Annex VI and NOx Technical Code 2008.

STX Heavy Ind.

shg-000-001 1 tier+ii+compliance+instead+of+tier+i final

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