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Rolls-Royce Marine Engines Bergen 2011Reducing 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-RoyceWorld leading supplier addressing four global markets:
Content1 Rolls-Royce Plc2 Rolls-Royce Marine Engines3 RRM Gas engines4 RRM Hybride Shaft Generating system
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Rolls-Royce
Civil Aerospace Defence Aerospace Marine Energy
39 000 employees
• Aero engines• Helicopter engines
• Aero engines• Helicopter engines
• Ship Design• Equipment systems
• Gas turbines
World leading supplier addressing four global markets:
Turnover 2010: 110,3 bn. NOK Order book per 31.12.10: 589 bn. NOK
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Rolls-Royce Marine
� 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
Offshore Merchant Naval
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DESIGN
Rolls-Royce design & integrated ship systems
Customer
One contact, one supplier, one deal = a safe & cost-effective solution
MANOEUVRING
ENGINES
DECK MACHINERY
AUTOMATED HANDLING SYSTEMS
AUTOMATION
ELECTRIC SYSTEM
PROPULSION
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Rolls-Royce MarineEngines Bergen
The Gas Conference BERGEN 2011
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�All Rolls-Royce reciprocated engines are built and tested in this facility
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.
Note that for propulsion direct drive reduce el.loss
Optimizing propeller efficiency - Hybrid Shaft Alternator, based on the propeller curve example
• By reducing the engine speed down toidling, propeller w 80 rpm, zero pitch losses is almost removed
• By reducing the engine speed down tooptimum efficiency for the propellerwhen vessel is sailing in x knots thepower needed is reduced from3900kW to 2700kW- 1200kW for 24hours is 6000 litersof fuel
• Especially for slow steaming operation this gives a large fuel reduction potential
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%
Direct drive – vs. electric drive
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From bunker flange to propeller thrust- Operational benefits with LNG, single fuel main engine:
• Single fuel = single bunkering, • High efficiency with PTO, • Redundancy with PTI.• No purification system for
liquid fuel, • Cleaner engine room,• Less waste oil
• 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� 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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� 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
Summary 2
� So far 18 gas engines for marine are in operation,� 15 more sold,� 17 vessels in total
Rolls-Royce Lean Burn Gas engines for ships – the logical choice:
NO OILSPILL DURING BUNKERING"the most economic way to comply
with future requirements"
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References: RRM gas enginesFjord1 - “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 357Sea 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.