Rolls-Royce Marine Engines Bergen 2011

Rolls-Royce Marine Engines Bergen 2011
Reducing emissions by switching to LNG.
An affordable, proven technology for today’s environmental challenges.
Core to a “green strategy” – May 5th 2011
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Rolls-Royce
World leading supplier addressing four global markets:
Content
1 Rolls-Royce Plc
2 Rolls-Royce Marine Engines
3 RRM Gas engines
4 RRM Hybride Shaft Generating system
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Rolls-Royce
World leading supplier addressing four global markets:
Civil Aerospace
• Aero engines
• Helicopter engines
Defence Aerospace
• Aero engines
• Helicopter engines
Marine
• Ship Design
• Equipment systems
Energy
• Gas turbines
39 000 employees
Turnover 2010: 110,3 bn. NOK Order book per 31.12.10: 589 bn. NOK
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Rolls-Royce Marine
Offshore
Merchant
Naval
9000 employees in 34 countries
Over 30.000 vessels with our design and/or
equipment
Second largest division in Rolls-Royce
Turnover 2010:
25,8 bn. NOK
Order book 31.12.2010:
29,9 bn. NOK
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Rolls-Royce design & integrated ship systems
AUTOMATED
HANDLING SYSTEMS
ELECTRIC SYSTEM
ENGINES
AUTOMATION
PROPULSION
DESIGN
MANOEUVRING
Customer
DECK MACHINERY
One contact, one supplier, one deal = a safe & cost-effective solution
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Rolls-Royce Marine
Engines Bergen
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The Gas Conference
BERGEN 2011
Rolls-Royce Bergen Diesel and Gas Engines
High HSE focus
A major manufacturer of medium speed
engines within the Offshore segment
All Rolls-Royce reciprocated engines
are built and tested in this facility
Core manufacturing activities
One of the biggest production facilities in
Norway
Connecting rods machining
Established in 1943
Cylinder head machining
Facilities 32000m2 + 8000m2
Engine blocks machining
Offices
Assembly
Modern machine shop, assembly and test facility
8 + 4 test beds
Aftermarket workshop & spares/ service business
Dedicated docking facility for sea
transportation and overhaul
Bergen Engines 637 employees
March 2011
Bergen Foundry 160 employees
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Rolls-Royce Bergen Engines - Some Key Facts
Our Markets and Business Streams (CFBUs)
Offshore
Merchant
4 segments, Offshore, Merchant, Naval and
Energy
Strong cluster in the area
World wide sales and service support, GSN
6200 engines sold world wide (850 last 5
years), 4000 in operation
Bergen
Engine range 1460 kW to 8750 kW
Center of Excellence
In house Technology and Development
department
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Naval
Energy
First HFO engine delivered in 1963
First lean-burn gas engine delivered in 1991
Part of Rolls-Royce 1999
First 16 gas engines for marine operation
delivered 2006
Lloyd’s Quality Certificates ISO 9001:2008,
14001:2002 and OHAS 18001
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Rolls-Royce Marine Engines Bergen
Designed for robustness,
harsh operational environments, and
exceptional levels of reliability
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Visible smoke 1910
Not much has changed….
GEIRANGER 2007
New York Harbour 2008
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The gas engines
•
•
•
•
•
•
Types:
C26:33L6-8-9
Bore:
260 mm
Stroke: 330 mm
Power: max. 244 / 270 kW / cyl
Speed: 600 – 1000 rpm
Power range: 1460 – 2430 kWmech
References:
Fjord1 - Gas fuelled ferry
(3xC26:33L9AG +
1xC25:33L9ACD)
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Island Offshore – UT776CDG PSV
(2xC26:33L9AG +
2xC25:33L6ACD)
Fjord1 Gas fuelled ferry
(1xC25:33L9AG retrofit)
NSK Shipping - Bulk carrier
(1xC26:33L6PG)
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The gas engines
•
•
•
•
•
•
Types:
B35:40L6-8-9 &
B35:40V12, -16
Bore:
350 mm
Stroke: 400 mm
Power: 420 / 440 kW / cyl
Speed: 500 - 750 rpm
Power range: 2520 - 8750 kWmech
References:
Sea-Cargo, RoRo vessel
(2x1xB35:40V12PG)
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Torghatten Nord, Gas ferry
( 2 x 1xB35:40V12PG + 2 x 1 x C26:33L9PG)
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Increasing oil prices and new legislation drive technology
Gas powered propulsion
Hybrid propulsion
•CO2 - 23%
•NOx - 92%
•SOx - 100%
•Particulate - 98%
High efficiency propulsion and
manoeuvring systems: PROMAS
up to -8%
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-50%
Advanced hull forms
Application for patent protection by Rolls-Royce
up to -8%
GHG
(Green House Gas)
from gas engines
1t diesel emits 3,2t CO2
1t natural gas emits 2,55t CO2
The difference is 20% reduction
Due to higher energy content in gas the possible
Greenhouse Gas reduction is over 30%
Uncombusted methane has a GHG effect 21 times
higher than CO2
If unused methane is released from the combustion
the GHG reduction is quickly eroded
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GHG reduction vs fuel consumption
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Gas engine with fuel consumption in g/kWh
%
Reduction of GHG in %
compared to a standard
Diesel engine with a
specific consumption of
185 g/kWh
200 190 180 170 160 150
40
30
20
10
0
-10
-20
-30
RR C engine
0
3
6
9
E2 weighed methane slip in g/kWh
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Fjord 1; Ferry 6
INTEGRATOR: The Rolls-Royce Gas engine technology
Propulsion system; Gas engines and AZP
Estimated fuel reduction 20-30%,compared to first 5 ships (7% from engine)
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Torghatten Ferry Company; 4 ferries at Remontowa
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INTEGRATOR: The Rolls-Royce Gas engine technology
Resulting in a complete system delivery:
Propulsion system; Gas engine - Gear box – propeller - LNG tank ACON-HSG system
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NSK Fish Feeder ship(Bulk)
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INTEGRATOR: The Rolls-Royce Gas engine technology
Resulting in a complete system delivery:
Propulsion system; Gas engine-Gear box – propeller - LNG tank ACON-HSG system
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HSG - Hybrid propulsion system
Gas mechanical economy mode
40-60Hz
60Hz
• The most economical power generating during transit
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Hybrid propulsion system
Gas electric slow speed
40-60Hz
60Hz
• Fulfil emergency propulsion requirement
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Hybrid propulsion system
Gas mechanical boost mode
40-60Hz
• For ice class fulfilment
• Meeting charter speed requirement
• With reduced main engine power
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60Hz
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Rolls-Royce lean burn gas-engines
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Gas consumption & NOx for variable versus fixed RPM
MJ/kWh 1000 rpm
g/kWh NOx propellercurve
NOx 1000 rpm
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12
15
9
12
6
25%
9
3
6
0
0%
20 %
40 %
60 %
80 %
g/kWh NOx
MJ/kWh
MJ/kWh propellercurve
Note that for propulsion
direct drive reduce el.loss
by additional 10%
100 %
Engine Pow er %
Emissions: CO2, SOX = 0, NOX = low, PM = 0 – most important when in harbour – at low load!
Additional feature: Response time for manoeuvring purposes is excellent.
By direct shaft and CPP/propeller curve - consumption is lowered over the power range.
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Optimizing propeller efficiency
- Hybrid Shaft Alternator, based on the propeller curve example
•
Propeller shaft Input power as a function of RPM
7000
6000
By reducing the engine speed
5000
down to
optimum efficiency for the
4000
http://www.freecharts.com/commodities.html?page=quote2&sym=NG
propeller
when vessel is sailing in x knots
3000
the
2000
power needed is reduced from
3900kW to 2700kW
1000
- 1200kW for 24hours is 6000
liters
0
of fuel
Especially for slow steaming
operation this gives a large fuel
reduction potential
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80
70
60
90
10
0
11
0
12
0
13
0
14
0
•
50
40
Power [kW]
•
By reducing the engine speed
down to
idling, propeller w 80 rpm, zero
pitch losses is almost removed
Propeller RPM
Zero Pitch
Sailing 10 knots
Sailing 12 knots
Sailing 14 knots
Sailing 15 knots
Direct drive – vs. electric drive
1. Conventional diesel mechanical propulsion, medium speed\with
reduction gear and PTO.
•Gear losses
2.0%
•Bearings (gear, stern tube, shaft/shaft gen)
2.5%
Total 4.5%
2. Diesel mechanical with Azipull propulsion, medium speed engine,
shaftgen.
•Gear wheel losses in Azipull
3.0%
•Bearings (Azipull, shaft, shaft gen)
2.0%
Total 5.0%
3. Diesel electric propulsion with Azipull propulsion
•Gear wheel losses in Azipull
3.0%
•Generator losses
3.0%
•S/Board/Converter losses
2.5%
•Drive motor losses
2.5%
•THD lossses (12 pulse plant)
4-5.0%
Total 15-16%
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From bunker flange to propeller thrust
- Operational benefits with LNG, single fuel main engine:
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•
•
•
Single fuel = single bunkering,
High efficiency with PTO,
Redundancy with PTI.
No purification system for
liquid fuel,
• Cleaner engine room,
• Less waste oil
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• No “switch over” problems - ref
SECA or port regulations
• Long-term compliance with local port
regulations and potential benefits
from taxation/green port dues.
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Rolls-Royce gas engines
Ramp up time = diesels
Not haunted by knocking problems
during load changes
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Summary 1
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Marine Gas engines represents well proven technology
LNG is available – increased demand will ensure even better
distribution network
RR marine gas engines gives benefits vs. MDO/DF:
More efficient
Less expensive in both terms of operating, fuel and life cycle cost
Less emissions
Less complex engine supporting systems
Green profile for the ship owner – marketing tool
Long term : Increased second hand value
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Summary 2
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Rolls-Royce Lean Burn Gas engines for ships – the logical choice:
More than 500 sold, over 400 in operation
More than 20 mill hrs experiences
Plants with more than 140.000 hrs
The 5 ferries are doing 35 port calls/day-51000/year.
The ferry Engines have logged more than 25000 running hours since Jan 2007
So far 18 gas engines for marine are in operation,
15 more sold,
17 vessels in total
NO OILSPILL DURING BUNKERING
"the most economic way to comply
with future requirements"
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References: RRM gas engines
Fjord1 - “Bergensfjord” (2 x KVGS-12G4 + 2 x KVGS-16G4)
Fjord1 - “Fanafjord” (2 x KVGS-12G4 + 2 x KVGS-16G4)
Fjord1 - “Raunefjord” (2 x KVGS-12G4 + 2 x KVGS-16G4)
Fjord1 - “Mastrafjord” (2 x KVGS-12G4)
Fjord1 - “Stavangerfjord” (2 x KVGS-12G4)
Fjord1 - “Tresfjord” (1 x C26:33L9AG + 1 x BRM-6 (diesel))
Fjord1 - “6th ferry” (3 x C26:33L9AG + 1 x C25:33L9LACD (diesel))
Torghatten “ferry 1” (1 x C26:33L9PG)
Torghatten “ferry 2” (1 x C26:33L9PG)
Torghatten “ferry 3” (1 x B35:40V12PG)
Torghatten “ferry 4” (1 x B35:40V12PG)
NSK Shipping (1 x C26:33L6PG)
Sea Cargo “vessel 1” (1 x B35:40V12PG) hull 357
Sea Cargo “vessel 2” (1 x B35:40V12PG) hull 358
Coral Methane 2 x KVGB-12G4 + 2 x B32:40L8A (MFO/HFO))
Island Offshore (2 x UT776 CDG) @ 2 x C26:33L9AG + 2 x C25:33L6A CD
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The next steps
Can we get economic energy from the clean
exhaust ?
Without Sulphur and Particles the heat is more accessible for
energy recovery - A resource for the future.
”We have only seen the beginning”
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