Rolls-Royce Marine Engines Bergen 2011

Reducing emissions by switching to LNG.

Core to a green strategy May 5th 2011

An affordable, proven technology for todays environmental challenges.

2010 Rolls-Royce plc The information in this document is the property of Rolls-Royce plc and may not be copied or communicated to a third party, or used for any purpose other than that for which it is supplied without the express written consent of Rolls-Royce plc. This information is given in good faith based upon the latest information available to Rolls-Royce plc, no warranty or representation is given concerning such information, which must not be taken as establishing any contractual or other commitment binding upon Rolls-Royce plc or any of its subsidiary or associated companies.

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

PROPULSION

AUTOMATION

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

The Gas Conference BERGEN 2011

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Rolls-Royce Bergen Diesel and Gas Engines

High HSE focus A major manufacturer of medium speed engines within the Offshore segment One of the biggest production facilities in Norway Established in 1943 Facilities 32000m2 + 8000m2
Offices Modern machine shop, assembly and test facility Aftermarket workshop & spares/ service business

All Rolls-Royce reciprocated engines are built and tested in this facility Core manufacturing activities
Connecting rods machining Cylinder head machining Engine blocks machining Assembly 8 + 4 test beds

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

Naval

Energy

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 Engine range 1460 kW to 8750 kW Center of Excellence
In house Technology and Development department
Bergen

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 Lloyds 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

10

Not much has changed.

GEIRANGER 2007

New York Harbour 2008

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The gas engines

Types: Bore: C26:33L6-8-9 260 mm Stroke: 330 mm Power: max. 244 / 270 kW / cyl Speed: 600 1000 rpm Power range: 1460 2430 kWmech

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References:

Fjord1 - Gas fuelled ferry (3xC26:33L9AG + 1xC25:33L9ACD)

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: Bore: B35:40L6-8-9 & B35:40V12, -16 350 mm Stroke: 400 mm Power: 420 / 440 kW / cyl Speed: 500 - 750 rpm Power range: 2520 - 8750 kWmech

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References:

Sea-Cargo, RoRo vessel (2x1xB35:40V12PG)

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

-50%

Advanced hull forms

up to -8%

Application for patent protection by Rolls-Royce

up to -8%

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GHG

(Green House Gas)

from gas engines

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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

Gas engine with fuel consumption in g/kWh

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200 190 180 170 160 150

RR C engine

Reduction of GHG in % compared to a standard Diesel engine with a specific consumption of 185 g/kWh

40 30 20 10 0 -10 -20 -30 0 3 6 9 12

E2 weighed methane slip in g/kWh

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Fjord 1; Ferry 6

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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

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40-60Hz

60Hz

The most economical power generating during transit

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Hybrid propulsion system

Gas electric slow speed

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40-60Hz

60Hz

Fulfil emergency propulsion requirement

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Hybrid propulsion system

Gas mechanical boost mode

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40-60Hz

For ice class fulfilment Meeting charter speed requirement With reduced main engine power
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60Hz

Rolls-Royce lean burn gas-engines

Gas consumption & NOx for variable versus fixed RPM
MJ/kWh propellercurve MJ/kWh 1000 rpm g/kWh NOx propellercurve NOx 1000 rpm

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18

12

15

12

25%

6 0% 20 % 40 % 60 % 80 %

0 100 %

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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g/kWh NOx
Note that for propulsion direct drive reduce el.loss by additional 10%

MJ/kWh

Optimizing propeller efficiency

- Hybrid Shaft Alternator, based on the propeller curve example

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By reducing the engine speed down to idling, propeller w 80 rpm, zero pitch losses is almost removed

Propeller shaft Input power as a function of RPM

7000 6000

Especially for slow steaming operation this gives a large fuel reduction potential

Propeller RPM

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90 10 0 11 0 12 0 13 0 14 0

40

50

60

70

80

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
Power [kW]

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

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

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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
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.

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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 ?

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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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