The L28/32DF GenSet is based on the proven 28/32H workhorse, recognised worldwide as an ultra-reliable and robust GenSet with long TBOs. The dual-fuel variant is available in two versions: as a new build capable of running from a 10% MDO/90% LNG ratio to 100% MDO; the retrofit version is capable of running from a 70% LNG/30% HFO ratio to 100% HFO. Designed to complement the two-stroke dual-fuel ME-GI engine as part of a complete power package, both engine variants’ ability to run on gas offers unprecedented possibilities.
MAN Diesel & Turbo’s product portfolio includes series of generating sets that ensure reliable and economical power generation and distribution and the L28/32DF is no exception. Modern auxiliary engines run on the same fuel as the main engines to maximise economy, a scenario that is no less true in the case of pairing the L28/32DF and ME-GI engines under gas operation. Additionally, overall installation costs can be minimised by using compact, modular fuel-treatment systems, available in standard sizes.
Dual-fuel: an attractive option
Dual-fuel engines using clean-burning liquefied natural gas (LNG) represent an excellent, operational option. Not only do these satisfy all emission requirements when running on gas, they also offer low operational and maintenance costs. Dual-fuel engines also have several advantages over engines that run on gas alone. Most importantly, should there be any problems with gas operation, or a shortage of fuel, the ship can simply switch to liquid fuel.
The right dual-fuel engine
Every ship has different requirements in terms of its design, shipping route and operations. As such, this demands careful consideration of the LNG systems available in order to find the most beneficial solution for your particular needs.
Having a gas-burning auxiliary engine on board is a market breakthrough. This new development opens up a number of possibilities for future applications, not just for LNG carriers, but also for many other vessel types.
Depending on developments in fuel availability and pricing in the future, the situation may well arise where bulk carriers, tankers, ferries and container ships are powered by dual-fuel gas-powered main and auxiliary engines. However, an obvious market for such engines that already exists is aboard LPG carriers where the LPG cargo itself, featuring gases such as propane and butane, can be exploited. As such, this means that the concept applied to ME-GI engines aboard LNG carriers can, similarly, be employed aboard LPG carriers. Powering engines by gas – with its little to no sulphur content – instead of HFO leads to a cleaner system as traces of the SOx sulphur oxides are accordingly found in only negligible amounts in the exhaust gas. Particulate amounts are also reduced considerably, as are NOx and CO2 totals.
The L28/32DF and ME-GI engines, respectively fuelled in gas mode by low- and high-pressure systems, therefore possess inherent advantages in terms of reducing emissions in these environmentally conscious times, and offer full fuel flexibility and high efficiency regardless of fluctuations in the fuel market.