World’s First Dual-Fuel, Low-Speed ME-GI Engine Delivered

 Doosan Engine has confirmed delivery of the world’s first dual-fuel, low-speed ME-GI engine to the American National Steel and Shipbuilding Company (NASSCO) shipyard in San Diego, USA. The new engine is capable of operation on LNG and/or bunker C oil and will power the first of two 3,100-teu container ships ordered by TOTE, the American marine transportation company.

The Korean engine maker originally won the order to build the ME-GI engines in 2013, since which time the first ME-GI unit has successfully passed through design, manufacture, and test-run stages. On 3 June 2014, Doosan Engine successfully completed the engine’s official trial run in the presence of the shipowner, shipyard, and classification society representatives.

Doosan Engine also tested the ME-GI’s Fuel Gas Supply System (FGSS), which has 300 bar of operating pressure, at its Changwon plant. At the
culmination of two months of extensive testing, the gas system had passed all regulations and restrictions as regulated by the American Bureau of Shipping (ABS) and United States Coast Guard (USCG).


The TOTE ME-GI engine will primarily operate on LNG, which is currently more competitively priced than bunker-C oil. The ME-GI is a next-generation, eco-friendly engine, which reduces polluted material such as carbon dioxide, nitrogenous compound, and sulphur compounds compared to existing diesel engines.

The Contract

The TOTE contract provides for the construction of two newbuilding, state-of-the-art containerships – with an option for three more vessels – for primarily domestic services. The vessels will each be powered by a single 8L70ME-GI dual-fuel gas-powered engine.

The two 3100 TEU vessels will be the most environmentally friendly containerships in the world, powered primarily by LNG, and will operate between Florida and Puerto Rico. The ship design will allow the transport of conceivable products.

The ME-GI Engine

The ME-GI engine represents the culmination of many years’ work. Depending 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. An ME-LGI
counterpart is also being developed that uses LPG and methanol.


MAN Diesel & Turbo sees significant opportunities arising for gas-fuelled tonnage as fuel prices rise and modern exhaust-emission limits tighten.
Indeed, research indicates that the ME-GI engine delivers significant reductions in CO2, NOx and SOx emissions. Furthermore, the ME-GI engine
has no methane slip and is therefore the most environmentally friendly technology available. As such, the ME-GI engine represents a highly efficient, flexible, propulsion-plant solution.

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Steel Flower – Jungwoo ENE co-developed Cryogenic special industrial equipments


STEEL FLOWER will acquire cryogenic industrial equipment technology and will start the LNG ship fuel supply business.

  STEEL FLOWER and JUNGWOO ENE have signed an agreement to jointly develop cryogenic special industrial equipments.

  Cryogenic industrial equipment is used in offshore plants and industrial plants using cryogenic refrigerants below -60 ° C. Especially, LNG plant equipments are capable of handling ultra-low temperatures of minus 162 ° C.

  At the agreement, representatives of Steel Flower Byeong-Kwon Kim, President Kim Kook-Jin, Researcher Jeongwoo ene and CEO Lee Sun Ha and Vice President Park Joon-Hyung attended and developed high-pressure natural gas fuel supply system (FGSS) for natural gas fuel vessels, And sharing technology contents for the development of cryogenic industrial equipments, supporting technology development expenses, and planning commercialization.

  In the meantime, Steel Flower has signed a contract to transfer the patent technology of ‘High Pressure Natural Gas Fuel Supply System (HiVAR FGSS)’, a core technology of DSME and next generation LNG fuels, I came. In addition, Jungwoo ENE, which has entered into this technology agreement, has developed technologies related to FGSS such as HP pumps, heat exchangers and cryogenic valves, followed by development of LNG compressors with large shipyards, submersible centrifugal pumps for LNG transportation, LNG cryogenic valves and control valves’ and ‘Vacuum insulation piping for cryogenic liquids’, which are expected to generate synergies through the establishment of a cooperation system.

  STEEL FLOWER Kim Byung-kwon said, “With these two companies’ technical cooperation, we will develop high-priced core parts that are dependent on imports for the time being, and will lead the development and commercialization of low-pressure high-pressure natural gas fuel supply equipment. We will actively respond to the demand for LNG-fueled vessels that are expected to be built and concentrate on preempting the world market. “

  Meanwhile, FGSS is the world’s first proprietary high pressure liquefied natural gas fuel supply system for DSME, which is the core technology of natural gas fuel vessels, which is regarded as the next generation ship.

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what is LNG Fuel Gas Supply system ?

fgss concept (fuel gas gas supply system)

Fuel Gas Supply System (FGSS) of JUNG-WOO ENE Co.,Ltd.

JUNG-WOO has delivered Fuel Gas Supply Double Walled Pipe to the World’s First LNG Fueled Container Ship.


LNG Fuel Gas Supply system

    The gas supply system for LNG carriers comprises:

  • A gas compressor or compressor system, which compresses the cold boil off gas from the LNG tanks at the temperature of −140°C to −160°C. The boil-off gas pressure in the LNG tanks should normally be kept within 1.03-1.25 bar. Several compressor types can be used to compress the cold gasses. But for the high pressure, only the reciprocating compressors are suitable to generate the required inlet engine pressure at full load, which is 250-300 bar. At 30% load, the pressure is reduced to 130-180 bar. The discharge pressure set points must vary within ±5%, and coolers keep the discharge temperature at approx. 45°C.
  • A buffer tank/accumulator must be installed. Their purpose is to provide smoothing of minor gas pressure fluctuations in the fuel supply, ± 2 bar is required.
  • An inlet filtration system to remove particle matter and entrained liquids from the gas stream. A two-stage filter solution comprising a pre-filter and a coagulating filter.
  • A compressor control system ensuring that the required gas pressure is in accordance with the engine load, and that the amount is acceptable for constant pressure control. The minimum requirement for the regulation is down to 30% of max. flow, or the shipowner’s requirement. The controlsystem should be able to operate on normal start/stop, shutdown and emergency shutdown commands. The compressor unit should include a process monitoring and fault indication system. The control system unit should be able to exchange signals with the ME-GI control system.
  • A cargo monitoring system keeping track of the amount of available boil off gas. The unit should be able to report to the ME-GI control system, this could be made as a part of the compressor control system. Redundancy for the gas supply system is a very important issue. Redundancy in an extreme sense means two of all components, but the costs are heavy and a lot of space is required on board the ship. We have worked out a recommendation that reduces the costs and the requirement for space while ensuring a fully operational ME-GI engine. The dual fuel engine concept, obviously, includes redundancy. If the gas supply system falls out, the engine will run on heavy fuel oil only. Several solutions to the redundancy issues are being evaluated, and we recommend the reader to seek additional information from makers. In addition, the external systems comprise safety systems, which should include a hydrocarbon analyser for checking the hydrocarbon content of the air, both

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DSME Completes LNG Carrier Using Natural Gas (FGSS, PRS®)

LNG Carrier with FGSS and PRS

Daewoo Shipbuilding & Marine Engineering said the firm’s LNG carrier Creole Spirit, ordered by Canada’s Teekay in 2012, completed test working in Straits of Korea.

Conventional LNG carriers use duel fuel engine mainly utilizing bunker-C oil but DSME’s ships uses LNG fuel.

The LNG carrier uses natural gas ME-GI engine for the first time in the word and applied natural gas-related technologies such as FGSS and PRS®, according to one of the “big three” shipbuilders of South Korea

The company said fuel efficiency of natural gas is 30 percent higher than traditional LNG, and polluted material such as carbon dioxide and nitrification can also be lowered by more than 30 percent. The operating expenses for the ship can also be cut down by up to $5 million per year. Creole Spirit will be sent to the ship-owner in January of next year after finishing process.

DSME earned 35 orders of large LNG carriers last year and earned nine LNG orders worth $200 million this year.

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