Bergen Engine's latest 4-stroke
engine developments in relation to
NOx TIER III
CIMAC NMA Norge
Annual meeting, Norwegian Shipowners' Association, Oslo
22. Januar 2014
Peter Koch
Senior development engineer, Bergen Engine AS
© 2014 Rolls-Royce plc
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associated companies.
Trusted to deliver excellence
Bergen Engines AS
Rolls-Royce data-strictly private
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Product portfolio – engine range
C25:33 engine (2002-)
C26:33 engine (2010-)
B32:40 engine (2001-)
3
B35:40 engine (2003-)
Output
1840 - 3000 kW
Output
1400 - 2500 kW

Output
2765 - 8000 kW

Output
2625 - 9600 kW
Bore x stroke
250 x 330 mm
Bore x stroke
260 x 330 mm

Bore x stroke
320 x 400 mm

Bore x stroke
350 x 400 mm
Speed range
900 - 1000 rpm
Speed range
900 - 1000 rpm

Speed range
720 - 750 rpm

Speed range
720 - 750 rpm
BMEP
22.2 - 26.7 bar
BMEP
18,2 bar

BMEP
24.9 bar

BMEP
20 bar
Fuel types
MDO, HFO
Fuel types
Natural Gas LNG

Fuel types
MDO, HFO

Fuel types
Natural Gas, LNG

Propulsion and Gen.set applications
Inline:
6-8-9
V type:
12-16

Propulsion and Gen.set applications
In line type:6-8-& 9
Vee type : 12-16-20
Propulsion and Gen.set applications
Inline:
6-8-9
Rolls-Royce data-strictly private
Propulsion and Gen.set applications
Inline:
6-8-9
Bergen Engines key technologies
Fuel injection
Cylinder head design
for diesel and gas
 Injection pressure
 Injection process
 Combustion
process
Fuel consumption
Exhaust emissions
Noise emission
Rolls-Royce data-strictly private
 Superior flow
coefficients
 Mechanical strength
 Thermal loading
Fuel consumption
Exhaust emissions
Fuel flexibility
Electronics &
Controls
 Engine management
 Map control
 System control
Fuel consumption
Exhaust emissions
Transient behavior
Exhaust emission
minimization
4
Analytics
 Variable valve timing
 Miller cycle
 Lean burn gas
combustion
 Strength
 Bearing load
 Low cycle fatigue
behavior
Lowest life cycle cost @
emission compliance
Fuel consumption
Durability
Weight
Acoustics
Market drivers
Emissions
Demand for reduced NOx, CO2, SOx and PM
●
Exhaust after treatment for diesel engines
●
Gas engine concepts
Economy
●
Lower fuel consumption
●
Lower OPEX (e.g. EHM initiatives)
●
Low energy loss concepts
Technology
Move to deeper waters and more harsh environment operation
●
Trends toward more specialised vessels with more flexible propulsion
systems (e.g. diesel electric, hybrid)
Regulations
Stronger environmental focus through IMO Tier III and EPA
Stronger safety focus (e.g. SOLAS, NORSOK and others)
Rolls-Royce data-strictly private
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6
IMO NOx Tier III
~20%
~75%
Sources:
National Center for Ecological Analysis and Synthesis, A Global Map of Human Impacts to Marine Ecosystems
DNV GL
Rolls-Royce data-strictly private
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NOx abatement technologies*
BEFORE
D
F
F
W
E
THEREIN
I
A
H
L
N
G
DF Dual Fuel
IAH Intake Air Humidification
EMOD (Internal) Engine Modifications
* Exemplary illustration
Rolls-Royce data-strictly private
E
G
R
W
I
N
J.
LNG Liquified Natural Gas (gas mode)
EGR Exhaust Gas Recirculation
SCR Selective Catalytic Reduction
AFTER
E
M
O
D
FWE Fuel-Water Emulsion
WINJ. Water Iinjection
NTP Non-Thermal Plasma
Tier I
S
C
R
N
T
P
Tier II
Tier III
“What to wear?”
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Source: DNV GL
Rolls-Royce data-strictly private
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Additional considerations*
high
SCR
LSF
OPEX in %
EGR
low
DF
HFO
SCR+SOx
SF
LNG
BASE
low
high
Source: http://www.carlthatruth.com/
CAPEX in %
* Exemplary illustration, results vary with application, fuel costs, manufacturer etc.
Rolls-Royce data-strictly private
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PSV concept study*
PURE DIESEL VERSION 1
HYBRID VERSION 2
PURE GAS VERSION 3
DUAL FUEL VERSION 4
* with kind permission of Roll-s-Royce Marine AS and NDV GL
Rolls-Royce data-strictly private
Comparative customer preferences*
Space
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4: Highest customer preference
4
Customer acceptance of technology
Price - Capex*
3
2
Bunkering/refuelling availibility
Total lifecycle cost Opex (not incl. fuel)
1
0
Bunkering/refuelling intervals
Fuel cost
Emissions
Redundancy in DP
Safety perception
Diesel engine using SCR technology
Reliability
Diesel engine and gas engine together
1: Lowest customer preference
Pure gas engine
* Exemplary illustration, results vary with application, fuel costs, manufacturer etc.
Rolls-Royce data-strictly private
Dual fuel engine
SCR systems basics
 SCR technology has been used in
marine applications since late 80’s.
 More than 3500 vessels equipped
with SCR systems (2013);
mostly 4-stroke engines
 ~70% of the systems installed on the
main engine
 Applications for all fossil fuels
HFO, MGO, MDO, DF (X/LNG).
 Major limitation is fuel sulfur
tolerance resulting in exhaust
temperature restrictions 
operating range TExh 250-340oC
 CAPEX between 20 and 40 €/kW
OPEX between 4 and 7 €/MWh
Sources:
ABB Turbo Systems Ltd, IMO III Regulation: Impact on the Turbocharging System; Paper No. 139; CIMAC Congress 2010; Bergen
Lloyd’s Register; Understanding exhaust gas treatment systems
Rolls-Royce data-strictly private
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SCR systems design
 Combined SCR system and silencer*

Improved space utilization and engine
performance
 Integrated bypass*

Risk reduction and uptime improvement
(warming-up)
 Automatic dust blowing system

Extended operating range and hours
 Project-specific system layout

Optimized configurations
 Catalyst housing

Maintenance and inspection friendly
 Catalyst material and module

Improved mechanical life, long life time
and low back pressure
 Feedback/forward system control

Retrofit able to mechanical engines
*optional
Rolls-Royce data-strictly private
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SCR system operators survey
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• Service-related issues mainly due to
“familiarisation“ with new equipment
and procedures
• No major difficulties with operation of
the SCR systems
• Tier III NOx compliance not an issue
Operating issues
• Deposit formation and resulting back
pressure increase
 soot-blowing system
• Urea deposit issue resolved by
optimizing operating parameters
Rolls-Royce data-strictly private
Hybrid propulsion – M/F Tresfjord
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Existing diesel engine
plant BRG6
New plant C2633L9AG
Incl. Gas tank
Rolls-Royce data-strictly private
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M/F Tresfjord – System Layout
RR Piping to ventilation mast
RR LNG Bunkering station
RR IAS
RR-Alarm and
monitoring system
RR-Gas monitoring and
control
RR-Gas detection
m
RR Gas-Diesel change
over control
New RR supply
generator
Existing
generator
RR Intermediate
shaft
RR Flange
coupling
RR Flexible
coupling
RR supply Fuel
gas module
RR supply Gas
piping
Existing BRM/A-6
RR Flexible
clutch coupling
RR Shaft coupling
RR Bulkhead
penetration
Rolls-Royce data-strictly private
Step down gear
box with clutch
Bergen C26:33L9A Gas 2340 KW
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Hybrid direct propulsion - HSG
Gas engine, PTO/PTI, gearbox, propeller, LNG tank, ACON-HSG
Variable 40-60Hz
Rolls-Royce data-strictly private
Fixed 50 or 60Hz
Hybrid shaft generator drive
Combinator mode normal steaming
Transit propulsion mode (with parallel generation)
Diesel or gas mechanical at full speed
Economy mode
Diesel/gas electric mode slow speed
Main engine can also be used for boost mode
Diesel or gas mechanical hybrid propulsion
Boost mode
Rolls-Royce data-strictly private
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Bergen marine gas engines








1991 – SI Lean burn power plants (KV)
1995 – Island mode power plants (KV)
2003 – B35:40 power plant engine launched
2006 – Gas-electric marine proulsion (KV)
2008 – B35:40 marine gas launched
2010 – C26:33 launched
2012 – Gas-mechanical marine propulsion (B35:40V and C26:33)
2013 – B35:40 inline marine gas launched
Rolls-Royce data-strictly private
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Bergen lean-burn gas engines
Main technologies:




Spark ignited lean burn Otto cycle
Main charge at lambda 2ish
Ignition of main charge by pre-chamber with rich mixture
Turbocharger with VTG
Rolls-Royce data-strictly private
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Bergen gas engine development
Rolls-Royce data-strictly private
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Marine mechanical drive
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Key enablers  Engine performance and wide operating range
Rolls-Royce data-strictly private
Load response single vs. dual fuel
P1 = Publicly available data DF engine #1
P2 = Publicly available data DF engine #2
Rolls-Royce data-strictly private
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What next?
Source:
Marintek / Sintef
JRC-IE; Liquefied Natural Gas for Europe – Some Important Issues for Consideration, 2009
Rolls-Royce data-strictly private
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The availability question
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Show me a long-term
fuel contract and we can
build a liquefaction plant
Show me the bunker facilities
”If you build it,
they will come.”
Source: 20PX.com
Rolls-Royce data-strictly private
Sources: SNAME
Universal Studios / W. P. Kinsella
“Operating costs and the increasing
cost of regulation are major factors,”
…“and indeed the cost of additional
regulation directly affects operating
costs. There is a problem also with the
supply of qualified crew, especially in
certain niche markets, due to the
‘greying’ of the supply pool.”
33
“Regulations to control emissions are
commendable, and owners will have to
adhere to them, but they will need
financial support to compensate for the
high cost of installing technologically
advanced equipment to meet the
requirements.”
“Low freight rates, high
operating costs and
costly regulations are
killing us.”
“Regulatory requirements are
still not fully factored into
economic assessments, be
they financing or investment
decisions, and this will come
back to haunt the industry.”
Source: Moore Stephens quarterly shipping confidence survey; Dec. 2013
Rolls-Royce data-strictly private
“The dry cargo market is coming
into balance and, with the new ecoships on the way, everything looks
very positive for those owners who
have the right fleet profile and
minimal counter-party risk.”