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nage as fuel prices rise and modern ex- haust-emission limits tighten. The com- pany sees a broad potential market for its ME-GI engine, extending from LNG and LPG carriers to other oceangoing vessel segments such as containerships and other vessels operating on a fixed route. As such, the ME-GI engine represents ahighly efficient, flexible, propulsion- plant solution.We see many potential applications for the ME-GIs increased flexibility and greater control both within the LNG sec-tor and generally within marine trans-portation, as operators seek to controlcosts and emissions,? said Søren H. Jensen, Vice President and Head of Re- search & Development, Marine Low- Speed. With the addition of the ME-GI engine to its existing portfolio, MAN Diesel&Turbo now offers the two-stroke markets most comprehensive array of prime-mover solutions all the way up to 98-bore.? Both pilot fuel-oil and gas fuel injec-tion is required for the ME-GI dual-fuelengines combustion chamber. This is done using different types of valves arranged in the cylinder head. The ME- GI engine head is fitted with two valves for gas injection and two for pilot fuel. The pilot-oil valve is a standard ME fuel- oil valve. MAN B&W ME-C and ME-GI engines are broadly similar and share thesame efficiency, output and dimensions. In comparison, the ME-GI engines key components are its modified exhaust re- ceiver, modified cylinder cover with gas- injection valves and gas-control block, an expanding top gallery platform, high- pressure fuel-supply pipes, and mountedgas-control units. Double-wall piping is applied for the high-pressure gas pro-duced by Daewoo's cryogenic gas-supply system. Despite the high gas pressure,MAN Diesel&Turbo claims that thanks to the Diesel Cycle combustion process of the engines no methane slip (leakage)occurs with the ME-GI engine.June 2011www.marinelink.com 77Thomas S. Knudsen, Senior VP, Low-Speed, MAN Diesel & Turbo.