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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
Bergen Engines AS
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C25:33 engine (2002-)
Output 1840 - 3000 kW
Bore x stroke 250 x 330 mm
Speed range 900 - 1000 rpm
BMEP 22.2 - 26.7 bar
Fuel types MDO, HFO
Propulsion and Gen.set applications Inline: 6-8-9
Product portfolio – engine range
Output 1400 - 2500 kW
Bore x stroke 260 x 330 mm
Speed range 900 - 1000 rpm
BMEP 18,2 bar
Fuel types Natural Gas LNG
Propulsion and Gen.set applications Inline: 6-8-9
B32:40 engine (2001-)
Output 2765 - 8000 kW
Bore x stroke 320 x 400 mm
Speed range 720 - 750 rpm
BMEP 24.9 bar
Fuel types MDO, HFO
Propulsion and Gen.set applications Inline: 6-8-9 V type: 12-16
B35:40 engine (2003-)
Output 2625 - 9600 kW
Bore x stroke 350 x 400 mm
Speed range 720 - 750 rpm
BMEP 20 bar
Fuel types Natural Gas, LNG
Propulsion and Gen.set applications In line type:6-8-& 9 Vee type : 12-16-20
C26:33 engine (2010-)
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Fuel consumption Exhaust emissions
Noise emission
Fuel consumption Exhaust emissions
Fuel flexibility
Fuel consumption Exhaust emissions Transient behavior
Fuel consumption Durability
Weight Acoustics
Lowest life cycle cost @ emission compliance
Fuel injection Cylinder head design for diesel and gas
Electronics & Controls
Exhaust emission minimization Analytics
Injection pressure Injection process Combustion
process
Superior flow coefficients Mechanical strength Thermal loading
Engine management Map control System control
Variable valve timing Miller cycle Lean burn gas combustion
Strength Bearing load Low cycle fatigue behavior
Bergen Engines key technologies
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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)
Market drivers
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IMO NOx Tier III
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~20%
~75%
Sources: National Center for Ecological Analysis and Synthesis, A Global Map of Human Impacts to Marine Ecosystems DNV GL
NOx abatement technologies*
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SCR
EGR
DF LNG
FWE
IAH
WINJ.
E MOD N
TP
Tier I
Tier II
Tier III
BEFORE AFTER THEREIN
DF Dual Fuel LNG Liquified Natural Gas (gas mode) FWE Fuel-Water Emulsion IAH Intake Air Humidification EGR Exhaust Gas Recirculation WINJ. Water Iinjection EMOD (Internal) Engine Modifications SCR Selective Catalytic Reduction NTP Non-Thermal Plasma
* Exemplary illustration
“What to wear?”
Source: DNV GL
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OPE
X in
%
CAPEX in %
low high
low
hig
h
HFO
LSF
LNG
SCR
EGR
BASE
SCR+SOx
DF
SF
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Additional considerations*
Source: http://www.carlthatruth.com/
* Exemplary illustration, results vary with application, fuel costs, manufacturer etc.
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PSV concept study* HYBRID VERSION 2
PURE GAS VERSION 3 DUAL FUEL VERSION 4
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PURE DIESEL VERSION 1
* with kind permission of Roll-s-Royce Marine AS and NDV GL
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0
1
2
3
4Space
Price - Capex*
Total lifecycle cost -Opex (not incl. fuel)
Fuel cost
Redundancy in DP
Reliability Safety perception
Emissions
Bunkering/refuelling intervals
Bunkering/refuelling availibility
Customer acceptance of technology
Diesel engine using SCR technology Diesel engine and gas engine together Pure gas engine Dual fuel engine
4: Highest customer preference
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Comparative customer preferences*
* Exemplary illustration, results vary with application, fuel costs, manufacturer etc.
1: Lowest customer preference
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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
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
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SCR systems basics 12
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
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SCR systems design 13
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SCR system operators survey • 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
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Existing diesel engine plant BRG6
New plant C2633L9AG Incl. Gas tank
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Hybrid propulsion – M/F Tresfjord 16
Step down gear box with clutch Bergen C26:33L9A Gas 2340 KW
RR-Gas monitoring and
control RR-Gas detection
RR IAS
Existing generator
New RR supply generator
Existing BRM/A-6
m
RR Bulkhead penetration
RR Flexible coupling
RR Flange coupling
RR LNG Bunkering station
RR Flexible clutch coupling
RR-Alarm and monitoring system
RR Shaft coupling
RR supply Gas piping
RR Intermediate shaft
RR Gas-Diesel change over control
RR supply Fuel gas module
RR Piping to ventilation mast
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M/F Tresfjord – System Layout 17
Variable 40-60Hz Fixed 50 or 60Hz
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Gas engine, PTO/PTI, gearbox, propeller, LNG tank, ACON-HSG
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Hybrid direct propulsion - HSG
Combinator mode normal steaming Transit propulsion mode (with parallel generation)
Diesel/gas electric mode slow speed Main engine can also be used for boost mode
Diesel or gas mechanical hybrid propulsion Boost mode
Diesel or gas mechanical at full speed Economy mode
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Hybrid shaft generator drive 19
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
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Bergen marine gas engines 20
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
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24 Bergen lean-burn gas engines
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26 Bergen gas engine development
Key enablers Engine performance and wide operating range
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28 Marine mechanical drive
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P1 = Publicly available data DF engine #1 P2 = Publicly available data DF engine #2
30 Load response single vs. dual fuel
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31 What next?
Source: Marintek / Sintef JRC-IE; Liquefied Natural Gas for Europe – Some Important Issues for Consideration, 2009
The availability question
Source: 20PX.com
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Show me the bunker facilities
Show me a long-term fuel contract and we can build a liquefaction plant
”If you build it, they will come.”
Rolls-Royce data-strictly private Sources: SNAME Universal Studios / W. P. Kinsella
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Source: Moore Stephens quarterly shipping confidence survey; Dec. 2013
“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.”
“Low freight rates, high operating costs and costly regulations are killing us.”
“The dry cargo market is coming into balance and, with the new eco-ships on the way, everything looks very positive for those owners who have the right fleet profile and minimal counter-party risk.”
“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.”
“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.”