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1 < > MAN Diesel & Turbo LRJ/LDR2016.14.09 MAN Diesel MTCC Latin America, Alternate Fuels for Large Engines MAN Energy Solutions Alternate Fuels for Large Engines Les Gingell Vice President, Marine Sales MAN Energy Solutions [email protected]

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Page 1: MAN Energy Solutions - MTCC-Latin America

1< >MAN Diesel & Turbo LRJ/LDR2016.14.09

MAN Diesel – MTCC Latin America,

Alternate Fuels for Large Engines

MAN Energy Solutions

Alternate Fuels for Large Engines

Les Gingell

Vice President, Marine Sales

MAN Energy Solutions

[email protected]

Page 2: MAN Energy Solutions - MTCC-Latin America

2< >MAN Diesel & Turbo LRJ/LDR2016.14.09

We have alternate fuel engines in all

of the 2 stroke engine sizes

12K98ME82MW-C

6S35ME5.2MW

Page 3: MAN Energy Solutions - MTCC-Latin America

3< >MAN Diesel & Turbo LRJ/LDR2016.14.09

The 2017 Two-Stroke Engine Program

All available as Dual Fuel Engines, GI or LGI

Page 4: MAN Energy Solutions - MTCC-Latin America

4< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Why alternate fuels?IMO meeting regarding CO2 reduction

IMO meeting conclusions:

- A minimum reduction in carbon intensity per transport work of 40%

by 2030 compared with 2008, with the aim of reaching 70% by 2050.

- A reduction in greenhouse gas emissions from ocean shipping by at

least 50% by 2050 compared with 2008.

We will address this by having an initial focus on

reduction of methane and VOC emissions, with later focus

on carbon free fuels, such as hydrogen, ammonia and

methanol

Page 5: MAN Energy Solutions - MTCC-Latin America

5< >MAN Diesel & Turbo LRJ/LDR2016.14.09

2011 2016

ME-GI DEMO at DRC

Demonstration test at HHI Demonstration test at MES

ME-GI and ME-LGI Gas Technologies Years with dual fuel engine development.

2012 2013

Engine delivery for

TOTE Maritime

First Ethane engine FAT

at MES

ME-GI retrofit of Nakilat LNGC

Development of ME-LGIM

2014

Engine delivery for

TEEKAY LNG

2015

Development of

ME-LGI for LPG

First sea trial on Methanol

PVS developed

Page 6: MAN Energy Solutions - MTCC-Latin America

6< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Gas FuelsGaseous Gases (LNG, Ethane +)

Liquid Gases (MeOH, LPG +)

Two-Stroke Gas Engine TechnologiesME-GI and ME-LGI

Gas Engine

Technologies

ME-GI (Gas Injection)

ME-LGI (Liquid Gas Injection)

Page 7: MAN Energy Solutions - MTCC-Latin America

7< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Dual fuel concepts

ME-GI:

•High pressure gas supply

system

•Common rail type injection

•Necessary injection pressure

300bar (Methane) - 380bar

(Ethane)

•Fuel types: Methane, Ethane

ME-LGI :

•Liquid gas fuel supply system

•ME type injection, i.e. concept

similar to conventional HFO

injectors

•Necessary injection pressure

500-600bar

•Using pressure booster to

lower the supply pressures

•Liquid Fuel Types: Methanol,

Ethanol, LPG, DME

ME-GI vs. ME-LGI

Difference between ME-GI and ME-LGI

Only the fuel injection and fuel supply system.

Page 8: MAN Energy Solutions - MTCC-Latin America

8< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Dual fuel engine reference list

Orders including options

Total dual fuel engines including options 242 engines

Total power main engine 4 GW

Total dual fuel 2-Stroke in service 49 engines

No. of engines Engine type Mk. Gensets

5 S 90 ME-C-GI 10.5

6 G 90 ME-C-Gl 9.5, 10.5

4 S 80 ME-C-GI 9.5

6 S 70 ME-C-GI 7, 8.2, 10.5 6 x 9L28/32 DF

164 G 70 ME-C-GI 9.2, 9.5 8 x 7L35/44 DF

5 L 70 ME-C-GI 8.2 15 x 9L28/32 DF

2 S 60 ME-C-GI 10.5

8 S 50 ME-C-GI 8.2, 9.5

5 G 50 ME-C-GI 9.5 8 x 7L28/32 DF / 4 x 5L28/32 DF

4 G 45 ME-C-GI 9.5 4 X 5L23/30 DF / 8 x 8L23/30 DF

11 G 50 ME-B/ME-C –LGIM 9.3, 9.5

3 S 50 ME-B-LGIM 9.3

6 G 60 ME-C-GIE 9.5

3 G 50 ME-C-GIE 9.5

10 G 60 ME-C-LGIP 10.5

Page 9: MAN Energy Solutions - MTCC-Latin America

9< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Two-Stroke Alternate Fuel MarketDual Fuel Contracting of Total Contracting

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028

% -

DF

En

gin

es

of

To

tal

Tw

o-S

tro

ke

C

on

tra

cti

ng

Vessel Contract Year

% - DF Engine Development of Two-Stroke Shipbuilding

Contracting (#Ships)

Tankers

VLCC's

Bulkers

Container vessels

LNGC

LPGC (LPG as Fuel)

Total

Jan 2018 Source: FMS/Dept EELC

Page 10: MAN Energy Solutions - MTCC-Latin America

10< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Alternate Fuel Price Development

Page 11: MAN Energy Solutions - MTCC-Latin America

11< >MAN Diesel & Turbo LRJ/LDR2016.14.09

What is the ME-GI /GIE Engine?

The ME-GI is derived from the industry’s

standard MC and ME engine

Proven design, >20,000 engines in service

Diesel-cycle high fuel efficiency ~50%

versus much lower for other engine types

High fuel flexibility – burns all gas grades

without derating. Burns all fuel types

High reliability – same as fuel engines

No derating because of knocking danger

Negligible methane slip – not a GHG contributor

The only two-stroke dual fuel engine with significant

operating experience.

Page 12: MAN Energy Solutions - MTCC-Latin America

12< >MAN Diesel & Turbo LRJ/LDR2016.14.09

High Pressure (Diesel Cycle) vs

Low Pressure (Otto Cycle) Injection

ME-GI is a two-stroke Diesel engine

Mr. Diesel’s Process(high-pressure injection)

Mr. Otto’s Process

(low-pressure injection)

3338198.2012.03.05 (LS/OG)

Diesel process maintained

Power remains the same

Load-response unchanged

No pre-ignition/no knocking

Insensitive to gas mixture

Negligible methane slip

NOx reduction to Tier III level by

EGR and/or SCR

ME can be retrofit to ME-GI

Otto process requires gas-air pre-mix

Derating required due to pre-

ignition/ knocking risk

Load ramp needed

Gas mixture important

Methane slip significant

Lower NOx due to low efficiency

Can be retrofit only if excess capacity

is installed initially (20% larger

engine, larger fuel tanks, etc.)

Page 13: MAN Energy Solutions - MTCC-Latin America

13< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Benefits of Diesel-type (high pressure injection) versus

Otto-type (low pressure injection) combustion

ME-GI and ME-LGI Gas Technologies Dual Fuel Combustion Concept

Combustion concept Diesel cycle Otto cycle

Power density Unchanged Power reduced

Gas mode efficiency Increased Unchanged

Diesel mode efficiency Unchanged Reduced

Gas quality/requirements (LCV) Insensitive Sensitive

Methane number dependent No Yes

Pilot fuel oil (amount) MDO/HFO (1-3%) MDO (approx. 1%)

High ambient temperature Insensitive Sensitive

Combustion processes Diesel process Premixed

Cylinder max. pressure variations Stable and low Unstable and high

Knocking during load change None Possible

Misfiring None Possible

Methane slip 0.1% of SFOC 2-4% of SFOC

GWP Reduced by 20% Increased

Scavenge air receiver explosion risk No Yes

Crankcase explosion risk No Yes

Exhaust receiver explosion risk No Yes

Page 14: MAN Energy Solutions - MTCC-Latin America

14< >MAN Diesel & Turbo LRJ/LDR2016.14.09

The Diesel cycleME-GI / ME-GIE

• EFFICIENCY: Lowest consumption in liquid and gas measured in

operation with full derating capabilities to further reduce SGC and SFOC.

• GHG EMISSIONS: METHANE SLIP is nearly nil. (otto cycle engines

release unburned gas which greatly contributes to global warming).

• METHANE NUMBER: Invulnerable to gas quality.Engine adjustment not

necessary between LNG’s

• TIER III: In liquid and gas operation with EGR or SCR.

• PERFORMANCE: No loss of power or performance, during load change.

• SAFETY: ”Gas free” crankcase scavenge air receiver and exhaust receiver.

Page 15: MAN Energy Solutions - MTCC-Latin America

15< >MAN Diesel & Turbo LRJ/LDR2016.14.09

ME-GI Gas Fuel Mode Port to port in dual fuel mode

Fuel oil only mode

Operation profile as conventional

engine

Dual fuel operation mode

No fuel slip

No knocking problems

Insensitive to gas fuel

Unchanged load response

Automatic

Page 16: MAN Energy Solutions - MTCC-Latin America

16< >MAN Diesel & Turbo LRJ/LDR2016.14.09

ME-GI Combustion Principle

The ME-GI engine is

an dual fuel engine

Diesel combustion

process

High efficiency

Main injection

Pilot injection

Page 17: MAN Energy Solutions - MTCC-Latin America

17< >MAN Diesel & Turbo LRJ/LDR2016.14.09

ME-GI DevelopmentCombustion Concept

From actual footage (colorized)

Yellow = pilot oil

Blue = gas fuel

Conventional slide fuel valve

Gas fuel valve

High pressure safety valve

Gas distribution channel (yellow)

Gas distributor block

Gas chain link double-walled pipes

1

2

3

45

6

7

1

2

3

4

5

6

7

Page 18: MAN Energy Solutions - MTCC-Latin America

18< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Gas injection valves

Blow-off valve

Purge valve

Gas block

ELWI valve

ELWI valve

Window valve

ME-GI ConceptComponents on Cylinder Cover - Overview

Page 19: MAN Energy Solutions - MTCC-Latin America

19< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Fuel type LNG Ethane Methanol LPG

Heat capacity 49200 kJ/kg 47500 kJ/kg 20000 kJ/kg 46000 kJ/kg

Density 425 kg/m3 550 kg/m3 800 kg/m3 580 kg/m3

Volume factor

( ref. MDO)1,83 1,47 2,40 1,44

FGSS cost

15 MW

2,5 mill.USD 2,8 mill.USD 0,5 mill.USD 1,0 mill.USD

Availability + - ++ +++

Engine price +25 % + 25 % +25 % +25 %

Fuel Price

(ref. MGO)

++ +++ + ++

Gas type Summary

Page 20: MAN Energy Solutions - MTCC-Latin America

20< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Alternative FuelsEmissions Reduction Estimation

NOx SOx PM CO2

LNG 20-30% 90-97% 90% 24%

LPG 15-20% 90-97% 90% 10%

• Compared to Tier II engine operating on HFO and conventional fuel

valve, and HFO pilot oil

Page 21: MAN Energy Solutions - MTCC-Latin America

21< >MAN Diesel & Turbo LRJ/LDR2016.14.09

ME-LGIFuel properties

• Below table shows the properties of some different liquid gas fuels with

Diesel as a reference. Compared to Diesel the viscosity of the fuels is

much lower hence lubrication, of the moving parts, will be

necessary.

• In general the flash point is below 60⁰C except for Diesel.

• At atmospheric conditions LPG and DME is in the gas phase.

Fuel LPG* Methanol Ethanol DME Ethane Diesel

Liquid density (kg/m3) 455-550 796 794 670 447 860

Lower heating value (MJ/kg) 46 19.9 27 28.7 47 43

Boiling temperature(⁰C at 1bar) -43-(-1) 65 78 -24.9 -89.0 180-360

Vapour pressure (bar at 20⁰C) 8.5-2.2 0.13 0.059 5.3 38.3 <1

Critical temperature (⁰C) 97-152 239.4 241 127 32.2 435

Kinematic viscosity (cSt at 20⁰C) 0.17-0.24 0.74 1.2 0.2 NA 2.5-3.0

Bulk modulus (bar at 50⁰C and PSupply) 1700-3600 8200 9000 5500 NA 15500

Engine type ME-LGI ME-LGI ME-LGI ME-LGI ME-GI ME-C/B

* LPG is a mixture of primarily Propane (left) and Butane (right).

Page 22: MAN Energy Solutions - MTCC-Latin America

22< >MAN Diesel & Turbo LRJ/LDR2016.14.09

ME-GI

Fuel efficiency tuning

• Given the same layout ME-GI fuel

efficiency is marginally better than that

of ME

• Lower NOx emission level allows SFOC

tuning towards IMO tier II levels

Page 23: MAN Energy Solutions - MTCC-Latin America

23< >MAN Diesel & Turbo LRJ/LDR2016.14.09

- 45+ ME-GI engines in service today

- Total accumulated running hours on LNG:

>100,000H

- 2 ME-GIE (Ethane) engines in service today

Total accumulated running hours on gas: 7700H

- 7 ME-LGIM (Methanol) engines in service today

Total accumulated running hours on gas: 19900H

ME-GI Service Experience

Number of Running Hours – Mid 2018

Page 24: MAN Energy Solutions - MTCC-Latin America

24< >MAN Diesel & Turbo LRJ/LDR2016.14.09

MAN B&W North America –All Jones Act vessels orders since 2013 have been alternate fuel

Worlds First ME-GI LNG Carrier for

Teekay, Vancouver, 2 x 5G70ME-GI

World's First LNG Containerships for TOTE,

Seattle WA, 8L70ME-GI + 2 x 4 x 8L28/32df Crowley 2 x 3200teu cont8S70ME-GI + 3 x 8L28/32DF

World’s largest DF engines

for Matson 2 x 7S90ME-GI

ME-GI Under Construction

Sailing

Worlds First Methanol Powered Tankers for

Waterfront Shipping, Vancouver, 6G50ME-

LGI

Matson 2 x 3200teu cont

2 x 6G90ME-GI

Tote 2+2 x 3200teu cont

2 x 6G90ME-GI

Philly Shipyard

Delivery18-19

Halter 2018

Full Subcon

NASSCO

2019-20

Philly Shipyard

“on hold”

Pasha 2 x 2500teu

2 x 6G90ME-GI

Keppel Amfels

Delivery 2020

Full Subcon

ME-LGI Under construction

4 x Methanol Tankers for

Waterfront Shipping

6G50ME-LGI

Page 25: MAN Energy Solutions - MTCC-Latin America

25< >MAN Diesel & Turbo LRJ/LDR2016.14.09

ME-GIE EnginesHartmann

GasChem Beluga, commissioned on gas March 2017

GasChem Orca, commissioned on gas July 2017

As of March 2018, Beluga and Orca have accumulated over 10,000 on

Ethane operation

Page 26: MAN Energy Solutions - MTCC-Latin America

26< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Methanol

A multi source and multi purpose fuel

Suitable as hydrogen carrier

Infrastructure and safety similar to Ethanol

Liquid – no pressure tanks

Suitable for 2-stroke ME-LGI engine

Trade commodity (45 million ton/year)

Future ultra green energy

However

• Toxic

• Generation of formaldehydes

• Double volume vs Diesel

Methanol

Page 27: MAN Energy Solutions - MTCC-Latin America

27< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Conclusions from Tier III test Lowering the emissions with the use of Methanol & Water

• Tier-III, methanol + water, can easily reach Tier-III NOx emission levels.

• SFOC increases 3-6g/kWh when adding water. The fuel penalty might be

reduced by lowering the pilot oil amount to 1%

• Tier III did not show increased liner wear. Inspection showed no significant

effects after the Tier-III tests.

• Component temperatures were lowered or unchanged when adding water.

• CO and HC emissions did not change indicating that the combustion process

did not worsen.

Page 28: MAN Energy Solutions - MTCC-Latin America

28< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Fuel type LNG Ethane Methanol LPG

Heat capacity 49200 kJ/kg 47500 kJ/kg 20000 kJ/kg 46000 kJ/kg

Density 425 kg/m3 550 kg/m3 800 kg/m3 580 kg/m3

Volume factor (

ref. MDO)1,83 1,47 2,40 1,44

Fuel gas supply

system cost

15 MW engine

2,5 mill.USD 2,8 mill.USD 0,5 mill.USD 1,0 mill.USD

Availability + - ++ +++

Engine price +25 % + 25 % +25 % +25 %

Fuel Price

(ref. MGO)

++ +++ + ++

So why do we use high pressure injection?

There is a CAPEX cost associated with high pressure injection as seen below,

so why do we use it?

High pressure injection is the only way to ensure high efficiency as our customers expect

from our fuel engines, and not be affected by a myriad of operational situations as seen

in the following slides.

Page 29: MAN Energy Solutions - MTCC-Latin America

29< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Otto cycle engines must be derated to

avoid self-destruction from knocking.

The low-pressure gas solution has a very large derating because there is a very

large risk of the engine destroying itself due to knocking or detonation, so the

power density has to be severely curtailed:

In order to minimize the self-destruction risk, the engine is derated so it only

operates in a very small, less efficient window.

Page 30: MAN Energy Solutions - MTCC-Latin America

30< >MAN Diesel & Turbo LRJ/LDR2016.14.09

High vs Low-Pressure Injection IssuesThe Compromise of LP Gas Injection

Low-pressure injection causes issues such as derating, methane slip, gas quality issues

and ambient temperature derates, load ramps, etc.

LP load ramp to avoid knocking

LP knocking caused derating

Page 31: MAN Energy Solutions - MTCC-Latin America

31< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Derating & SFOC Increase from Low Pressure

Injection – More fuel = more CO2

>20+ g/kWhr

penalty

in fuel mode with

low pressure injection

Power derate due to

low pressure injection:

From 1660kW/Hr to 1440kW/Hr

220kW/cyl or >15%

Power derate due to

low pressure injection:

From 1745kW/Hr to 1440kW/Hr

305k@W/cyl or >21%

Dual fuel low pressure

Diesel Standard Rating Diesel Uprated

Page 32: MAN Energy Solutions - MTCC-Latin America

32< >MAN Diesel & Turbo LRJ/LDR2016.14.09

ME-GI High Pressure Injection:Getting what you paid for. Power and Efficiency

No Power Derating with ME-GI High Pressure Gas Injection

ME-GI has same

diesel SFOC

efficiency on fuel

operation as ME.

No large penalty for

fuel operation as in

LP injection system.

Page 33: MAN Energy Solutions - MTCC-Latin America

33< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Global Warming Potential, 20 years

Diesel vs Otto

0

100

200

300

400

500

600

25% 50% 75% 100%

GH

G e

mis

sio

n

GHG emission 5G70ME-C9.5-GI

CO2 emission in Fuel oil mode

CO2 emission in Gas mode

GHG emission in gas mode

0

100

200

300

400

500

600

700

800

25% 50% 75% 100%

GH

G e

mis

sio

n

GHG emission 5X72DF

CO2 emission in Fuel oil mode

CO2 emission in Gas mode

GHG emission in gas mode

22% GHG reduction

11% GHG increase!

ME-GI - Dual Fuel done right

Page 34: MAN Energy Solutions - MTCC-Latin America

34< >MAN Diesel & Turbo LRJ/LDR2016.14.09

What is Methane Slip:

Methane Slip is incomplete combustion of methane in the combustion chamber

Otto cycle leads to large amount of methane slip.

What is the effect of Methane Slip:

Methane is 23 times stronger as a greenhouse gas (GHG) than CO2. At low

temperatures, methane can turn into formaldehydes, which can become carcinogenic

What can be done about Methane Slip:

Burn residual in a flare or in a gas burner (contributes to more CO2 and more propulsion

inefficiency), or use the diesel cycle

<

Low Pressure Gas injection and

Methane Slip

Title

Page 35: MAN Energy Solutions - MTCC-Latin America

35< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Is methane slip really a problem?

China is now regulating methane slip in its inland waterways indicating that they

believe methane slip is at least as important as NOx and SOx regulations

North America regulations, particularly from CARB (California Air Resources Board)

have also been seriously considering such restrictions.

New Chinese regulations starting July 1 2018 show severe restriction that Otto cycle engines

Cannot meet.

Page 36: MAN Energy Solutions - MTCC-Latin America

36< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Additional Comment on Methane SlipMajor points

• Methane slip is an extremely important factor that will

determine whether LNG systems lead to GHG emissions

reduction or increase compared to conventional fuels

• In the case of compression ignited (Diesel cycle) LNG

systems, methane slip is well controlled, and the

research shows clear GHG emissions advantages

compared to conventional fuel.

• In Otto cycle applications, emissions from the LNG

system were higher even in cases where no bunkering

leakages were assumed.

Page 37: MAN Energy Solutions - MTCC-Latin America

37< >MAN Diesel & Turbo LRJ/LDR2016.14.09

1) Report: Methane Emissions from Natural Gas Bunkering Operations in the Marine Sector: A Total

Fuel Cycle Approach, James J. Corbett, Ph.D. University of Delaware

Findings: Otto cycles engines GHG emissions were higher even in cases where no bunkering leakages

were assumed.

2) IMO: STUDIES ON THE FEASIBILITY AND USE OF LNG AS A FUEL FOR SHIPPING

Methane Slip- Negating the emission benefit

of Dual Fuel Engines

Page 38: MAN Energy Solutions - MTCC-Latin America

38< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Methane slip & FormaldehydesCorrelation

All hydrocarbons, even the simplest of them all, Methane, burns with a number of

stable and unstable intermediates.

Formaldehyde (HCHO) is a stable intermediate that forms in cold regions of the

flame at temperatures from 200 - 600 deg C.

Also in the exhaust gas system temperatures of 200 - 600 deg C are present,

so their part of the methane slip is being turned into formaldehydes.

It is estimated that approx. 10 % of the methane turns into formaldehydes.

Emission of formaldehyde, being carcinogenic, is regulated in some countries.

The diesel cycle combustion takes place at some 1300 deg C, and neither

methane slip or formaldehyde of any significance will occur in the exhaust gas.

Page 39: MAN Energy Solutions - MTCC-Latin America

39< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Another low-pressure Injection issue: “Safety” Rupture Discs due to stack explosions of unburned methane

Low-pressure injection requires rupture

discs in the exhaust for the unburned

methane (wasted fuel) that goes up the

stack, and stays the engine for potential for

crankcase explosions.

Page 40: MAN Energy Solutions - MTCC-Latin America

40< >MAN Diesel & Turbo LRJ/LDR2016.14.09

Summary on the use of Alternate Fuels

We firmly believe that alternate fuels will continue to gain in popularity, and that

an increasing share of our orderbook will be for alternate fuel engines.

To date our alternate fuel engines have worked well, and with some teething

issues in the initial period, uninterrupted operation on alternate fuels is

becoming the norm.

We suspect that the fuels we have embraced to date will be the primary ones

that will carry us into the foreseeable future, but are working hard on additional

low or no sulfur fuels to meet regulations we believe will be in effect later in trhe

century.

As has been the case for a long time, MAN Energy Solutions will work diligently

to fulfill our customers expectations in supplying the most advanced propulsion

systems on the market.

Page 41: MAN Energy Solutions - MTCC-Latin America

41< >MAN Diesel & Turbo LRJ/LDR2016.14.09

<

Thank You for Your Attention!

All data provided in this document is non-binding.

This data serves informational purposes only and is

especially not guaranteed in any way. Depending on the

subsequent specific individual projects, the relevant

data may be subject to changes and will be assessed and

determined individually for each project. This will depend

on the particular characteristics of each individual project,

especially specific site and operational conditions.