Marine engine anD
prOpuLSiOn SySTeMS
Diesel and gas engines
generator sets and
propulsion systems
Rolls-Royce, with the Bergen engine range is a leading developer
and manufacturer of medium speed diesel and gas propulsion
engines and generator sets. Since 1946 we have developed
and installed thousands of units, meeting the requirements of
ship owners and land-based installations for robust, reliable and
economical power. In the 1980s we developed our lean burn
combustion system and applied it to engines using various types
of gas as fuel. This has been further refined on our latest gas
engines, providing leading thermal efficiencies with high power
density and low emissions.
As the marine industry is increasingly turning towards
burning natural gas for propulsion, Bergen gas engines
have built an unrivalled track record in powering ships, and
reducing exhaust emissions of carbon dioxide, NOx, SOx and
particulates.
Diesel engines are available in the 1,800 – 8,000kW power
range and gas engines from 1,400 – 7,000kW.
20
21
Bergen marine engines
Marine engine product range
Bergen diesel and gas engine are supplied either for mechanical
transmission driving a propeller through a reduction gear, or as
complete generating sets for electric propulsion or power generation.
For marine gas engine installations we supply gas handling and
storage systems together with a full range of equipment to provide a
complete propulsion system solution.
LLiquid
qui f fuel
el
Engine type
B32:40 BL and BV-series:
B32:40V16P
Produced in 6,8 and 9 cylinder in-line, and V12 and V16 versions. Power
per cylinder is 500kW at 750rpm. All have a bore of 320mm with a
400mm stroke, for powers of 3,000 – 8,000kW. The ‘Clean Design’
engines meet IMO Tier II requirements, without additional off-engine
systems.
B32:40V12P
B32:40L9P
B32:40L8P
B32:40L6P
C25:33-series:
B35:40 BL and BV-series – gas:
Produced in 9 cylinder in-line, and V12 versions. All have a bore of
350mm with a 400mm stroke. The power range is 3,900 – 5,250kW at
750rpm. They comfortably meet IMO Tier III requirements.
C25:33L9P
Marine engine anD
prOpuLSiOn SySTeMS
Available in 6,8 and 9 cylinder in-line versions. Power per cylinder is
330kW. All have a bore of 250mm with a 330mm stroke. Operating
speeds range from 720 – 1,000rpm for powers from 1,460 – 3,000kW.
They meet IMO Tier II requirements, without additional off-engine
systems.
C25:33L8P
C25:33L6P
MW
0
2
4
6
8
4
6
8
Eng
gas
B35:40V12PG
C26:33-series – gas:
Available in 6, 8 and 9 cylinder in-line versions. All have a bore of 260mm
with a 330mm stroke. The power range is 1,400 – 2,430kW at 900 –
1,000rpm. They comfortably meet IMO Tier III requirements.
B35:40L9PG
C26:33L9PG
C26:33L8PG*
C26:3 9P
C26:
3L6PG
C26:33L8P
complete diesel or gas
powered propulsion systems
can be designed and supplied.
0
2
* In progress - release date to be announced at later stage
22
23
emissions
Engine manufacturers are facing up to the challenge of increasingly
strict requirements for exhaust emissions and Rolls-Royce is no
exception. There is growing pressure to reduce CO2 and IMO Tier II
regulations on NOx emissions will be superseded by much tougher
Tier III limits in 2016.
Both Bergen diesel engines and Bergen gas engines are designed for
marine propulsion and auxiliary duties. The B32:40 and C25:33 ‘Clean
Design’ diesel engines meet IMO Tier II requirements without additional
off-engine clean up. The B35:40 and C26:33 gas engines have NOx
emissions lower than the strict Tier III limits with lower CO2 equivalent
emissions.*
For many applications the gas engine is becoming a natural choice. CO2
equivalent emissions are reduced by 22 per cent compared with
engines burning liquid fuel, NOx emissions are cut by 92 per cent, while
emissions of SOx and particulates are negligible. The design of the
Bergen C26:33 cuts methane slip to very low levels.
SCR Systems can be included into Rolls-Royce scope of supply.
nOx emission for Bergen engines
Marine liquid fuel engines
Ratings are according to ISO 3046-1, at maximum 45°C ambient air
temperature and maximum 32°C sea water temperature. Specific fuel
oil consumption is based on MDO with a net calorific value of 42.7 MJ/
kg and no engine driven pumps. For each engine driven pump, there
is a need to add 0.5%.
emissions
The marine diesel engines comply with the requirements of the IMO
Tier II without any external cleaning system. IMO Tier III is met by the
use of a Selective Catalytic Reactor (SCR) system.
The marine gas engines comply with IMO Tier III with no need for a
SCR system.
heavy fuel oil operation
The engines are designed for operation on heavy fuel oil with
viscosity up to 700 cSt at 50°C ISO 8217 RMK77. Ratings will be
specified subject to type of application.
Marine gas engines
The marine gas engines give the following reductions in emissions
compared with diesels IMO Tier II: 92% NOx, net 22% greenhouse
gases and close to zero SOx and particulate matter. Marine gas engine
ratings are according to ISO 3046-1, at maximum 45°C ambient air
temperature and maximum 32°C sea water temperature. Specific
fuel gas consumption excluding engine driven pumps is based
on reference natural gas with Methane number above 70 and net
calorific value of 36 MJ/nm3. If there are engine driven pumps, add
0.5% for each pump. Gas feed temperature is 20-40°C. Minimum gas
feed pressure to Gas Regulating Unit to be 4.5 barg.
Dimensions
All dimensions are in mm. Dimensions and weights are given for
guidance purposes only and are based on a typical specification. For
detailed information please contact Rolls-Royce Marine AS.
* Bergen c26:33 gas engines have obtained united States Environmental Protection
Agency (EPA) tier 3 certification.
24
Note : due to continuous development, some data may change without notice.
25
Marine engine anD
prOpuLSiOn SySTeMS
Bergen gas engines have been in marine service for seven years. Vessels
as diverse as roro ships, feed supply vessels, ferries, tugs and offshore
supply vessels are now in-service or on order with Bergen gas engines.
Gas tanks and the gas supply system to the engine are established
technology, within the Rolls-Royce scope of supply.
general conditions for
marine engines
propulsion engines Liquid fuel
propulsion engines Liquid fuel
Bergen C25:33L
Bergen B32:40L
D
D
C
C
a
a
B
principal dimensions
principal dimensions
Cylinder diameter 250mm. Piston stroke 330mm.
Cylinder diameter 320mm. Piston stroke 400mm.
Engine type
A
B
C
D
Weight Dry Engine
Engine type
A
B
C
D
C25:33L6P
3170
4036
3195
1775
19650kg
B32:40L6P
4390
5383
3778
1882
33200kg
C25:33L8P
3930
4796
3230
1873
23900kg
B32:40L8P
5430
6423
3898
1955
40000kg
C25:33L9P
4310
5176
3230
1873
26000kg
B32:40L9P
5950
6923
3899
2003
45900kg
Engine type
C25:33L6P
Number of cylinders
Mean piston speed
Max. continuous rating (MCR)
Max. continuous rating
altern. (MCR)
Mean effective pressure (BMEP)
Specific fuel consumption
Specific lubricating oil
consumption
Cooling water temp. engine outlet
C25:33L8P C25:33L9P
6
8
9
r/min
900/1000*
900/1000*
900/1000*
m/s
10/11
10/11
10/11
kW
1920/2000
2560/2665
2880/3000
Engine type
B32:40L6P B32:40L8P B32:40L9P
Number of cylinders
6
8
9
r/min
750
750
750
m/s
10
10
10
Max. continuous rating (MCR)
kW
3000
4000
4500
Max. continuous rating (MCR)
BHP
(metric)
4080
5440
6120
Engine speed
Mean piston speed
BHP
(metric)
2610/2720
3480/3625
3915/4080
bar
26.4/24.7
26.4/24.7
26.4/24.7
Mean effective pressure (BMEP)
bar
24.9
24.9
24.9
g/kWh
182/185
182/185
182/185
Specific fuel consumption
g/kWh
184
184
184
g/kWh
0.8
0.8
0.8
c
90
90
90
g/kWh
0.7
0.7
0.7
Specific lubricating oil
consumption
c
90
90
90
Cooling water temp. engine outlet
o
* Mdo operations
dimensions given apply for rigidly mounted engines with wet sump. dry sump can be supplied upon
request. Front end P.t.o. can be delivered upon request.
All data subject to change without prior notice
26
Weight Dry Engine
Technical data
Technical data
Engine speed
Marine engine anD
prOpuLSiOn SySTeMS
B
o
dimensions given apply for rigidly mounted engines with wet sump. dry sump can be supplied upon
request. Front end P.t.o. can be delivered upon request.
All data subject to change without prior notice
27
propulsion engines Liquid fuel
propulsion engines - gas
Bergen C26:33L
Bergen B32:40V
D
D
C
C
a
B
a
principal dimensions
principal dimensions
Cylinder diameter 320mm. Piston stroke 400mm.
Engine type
B32:40V12P
B32:40V16P
A
4951
6201
B
C
6040
4470
7698
4380
D
Cylinder diameter 260mm. Piston stroke 330mm.
Weight Dry Engine
Engine type
a
B
C
D
53700kg
C26:33L6PG
3170
4036
3195
1748
17500kg
C26:33L8PG
3930
4796
3195
1748
20700kg
C26:33L9PG
4310
5176
3230
1842
23900kg
2712
3192
62900kg
Technical data
Engine type
Weight Dry engine
Technical data
B32:40V12P
B32:40V16P
12
16
Number of cylinders
r/min
750
750
Engine speed
Mean piston speed
m/s
10
10
Mean piston speed
m/s
10/11
10/11
10/11
Max. continuous rating (MCR)
kW
6000
8000
kW
1460/1620
1940/2160
2190/2430
Max. continuous rating (MCR)
BHP
(metric)
8160
10880
Max. continuous rating
(MCR)
BHP (metric)
1985/2205
2675/2935
2980/3305
bar
24.9
24.9
Max. continuous rating
(MCR)
Mean effective pressure
(BMEP)
bar
18.5
18.5
18.5
Specific fuel consumption
g/kWh
184
184
kJ/kWh
7450/7500
7450/7500
7450/7500
Specific lubricating oil
consumption
g/kWh
0.8
0.8
c
90
90
g/kWh
0.4
0.4
0.4
c
90
90
90
Number of cylinders
Engine speed
Mean effective pressure (BMEP)
Cooling water temp. engine outlet
o
dimensions given apply for rigidly mounted engines with wet sump. dry sump can be supplied upon
request. Front end P.t.o. can be delivered upon request.
All data subject to change without prior notice
28
Marine engine anD
prOpuLSiOn SySTeMS
B
Engine type
Specific energy
consumption
Specific lubricating oil
consumption
Cooling water temp.
engine outlet
C26:33L6PG C26:33L8PG* C26:33L9PG
r/min
o
6
8
9
900/1000
900/1000
900/1000
* In progress - release date to be announced at a later stage
All data subject to change without prior notice
29
propulsion engines - gas
propulsion engines - gas
Bergen B35:40L
Bergen B35:40V
D
D
C
C
a
a
B
B
principal dimensions
Cylinder diameter 350 mm. Piston stroke 400 mm.
Cylinder diameter 350mm. Piston stroke 400mm.
Engine type
A
B
C
D
Weight Dry Engine
Engine type
A
B
C
D
Weight Dry Engine
B35:40L9PG
5950
6943
3899
2003
45900kg
B35:40V12PG
5080
6040
4420
2712
58000kg
Technical data
Technical data
Engine type
B35:40L9PG
Number of cylinders
Engine speed
Mean piston speed
9
Engine type
B35:40V12PG*
Number of cylinders
12
r/min
750
Engine speed
m/s
10
Mean piston speed
m/s
10
Max. continuous rating (MCR)
kW
5700
Max. continuous rating (MCR)
BHP
(metric)
bar
7750
Mean effective pressure (BMEP)
r/min
750
Max. continuous rating (MCR)
kW
3940
Max. continuous rating (MCR)
BHP (metric)
5360
bar
18.2
Specific energy consumption
kJ/kWh
7475
Specific energy consumption
kJ/kWh
7550
0.4
g/kWh
0.4
Specific lubricating oil
consumption
g/kWh
Specific lubricating oil
consumption
c
90
c
90
Mean effective pressure (BMEP)
Cooling water temp. engine outlet
Marine engine anD
prOpuLSiOn SySTeMS
principal dimensions
o
Cooling water temp. engine outlet
o
20
* Fuel gas inlet only available at the flywheel end
All data subject to change without prior notice
All data subject to change without prior notice
30
31
generating set - Liquid fuel
generating set - Liquid fuel
Bergen C25:33L
Bergen B32:40L
D
D
e
e
B
a
B
a
C
C
principal dimensions
principal dimensions
Cylinder diameter 250mm. Piston stroke 330mm.
A
B
C
D
E
Engine**
Cylinder diameter 320mm. Piston stroke 400mm.
Weights
Dry
Alternator
total
Engine type
A
B
C
D
E
Engine**
Weights
Dry
Alternator
total
C25:33L6A
2799 4176 6975 1898 3195
21500kg
9985kg
31485kg
B32:40L6A
3340 5498 8838 2150 3905
45300kg
13300kg
58600kg
C25:33L8A
2999 4936 7935 1898 3195
27800kg
12200kg
40000kg
B32:40L8A
3540 6540 10080 2250 3855
50600kg
15200kg
65800kg
C25:33L9A
2999 5316 8315 1992 3230
31000kg
12200kg
43200kg
B32:40L9A
3315 7060 10375 2310 3855
53300kg
17750kg
71050kg
C25:33L6A
C25:33L8A
C25:33L9A
6
8
9
900/1000*
900/1000*
900/1000*
Technical data
Technical data
Engine type
Number of cylinders
Engine speed
r/min
Engine type
B32:40L6A B32:40L8A B32:40L9A
Number of cylinders
Engine speed
r/min
6
8
9
720/750
720/750
720/750
9.6/10
9.6/10
9.6/10
Mean piston speed
m/s
10/11
10/11
10/11
Mean piston speed
m/s
Max. continuous rating (MCR)
kW
1920/2000
2560/2665
2880/3000
Max. continuous rating
kW
2880/3000 3840/4000 4320/4500
Max. continuous rating altern,
( η = 0.96)
kW
1843/1920
2457/2558
2764/2880
Max. continuous rating altern,
( η = 0.97)
kW
2793/2910 3724/3880
4190/4365
Max. continuous rating altern,
(Cos Ф = 0.8)
kVA
2303/2400
3071/3197
3455/3600
Max. continuous rating altern,
(Cos Ф = 0.8)
kVA
3491/3637
4610/4850
5237/5456
Max. continuous rating altern,
(Cos Ф = 0.9)
kVA
2047/2133
2730/2961
3071/3200
3103/3233
4137/4311
4655/4850
bar
26.4/24.7
26.4/24.7
26.4/24.7
Max. continuous rating altern,
(Cos Ф = 0.9)
kVA
Mean effective pressure (BMEP)
Specific fuel consumption
g/kWh
182/185
182/185
182/185
Mean effective pressure (BMEP)
bar
24.9
24.9
24.9
Specific lubricating oil
consumption
g/kWh
0.7
0.7
0.7
Specific fuel consumption
g/kWh
183/184
183/184
183/184
Specific lubricating oil consumption
g/kWh
0.8
0.8
0.8
c
90
90
90
c
90
90
90
Cooling water temp. engine
outlet
o
* Mdo operations
Engine** = Engine and foundation
dimensions given apply for resiliently mounted engines. choice of alternator may affect the given
dimensions and weights.
All data subject to change without prior notice
32
Marine engine anD
prOpuLSiOn SySTeMS
Engine type
Cooling water temp. engine outlet
o
Engine** = Engine and foundation
dimensions given apply for resiliently mounted engines. choice of alternator may affect the given
dimensions and weights.
All data subject to change without prior notice
33
generating set - Liquid fuel
generating set - gas
Bergen B32:40V
Bergen C26:33L
D
D
e
e
a
B
a
B
C
C
principal dimensions
principal dimensions
Cylinder diameter 260mm. Piston stroke 330mm.
Cylinder diameter 320mm. Piston stroke 400mm.
A
B
C
D
E
Engine type
Engine** Weights Dry
Alternator
B32:40V12A
4095 6366 10461 2712 4751 72616kg
29400kg
102016kg
B32:40V16A
3875
23500kg
107000kg
7861 11736 3194 4584 83500kg
Technical data
Engine type
Engine speed
Max. continuous rating (MCR)
B
C
D
E
Engine
Weights Dry
Alternator
total
C26:33L6AG 2799 4176 6975 1898 3195 21500kg
9985kg
31485kg
C26:33L8AG* 2999 4936 7935 1898 3195 27800kg
12200kg
40000kg
C26:33L9AG 2999 5316 8315 1992 3230 31000kg
12200kg
43200kg
Technical data
B32:40V12A
B32:40V16A
12
16
r/min
720/750
720/750
m/s
9.6/10
9.6/10
Number of cylinders
Mean piston speed
A
total
kW
5760/6000
7680/8000
Engine type
C26:33L6AG C26:33L8AG* C26:33L9AG
Number of cylinders
Engine speed
6
8
9
r/min
900/1000
900/1000
900/1000
Frequency
hz
60/50
60/50
60/50
Mean piston speed
m/s
10/11
10/11
10/11
Max. continuous rating (MCR)
kW
1460/1620
1940/2160
2190/2430
Max. continuous rating altern, ( η = 0.97)
kW
5587/5820
7449/7760
Max. continuous rating altern, (Cos Ф = 0.8)
kVA
6983/7275
9311/9700
Max. continuous rating altern,
( η = 0.96)
kW
1401/1555
1840/2050
2102/2332
Max. continuous rating altern, (Cos Ф = 0.9)
kVA
6207/6466
8276/8622
Max. continuous rating altern,
(Cos Ф = 0.8)
kVA
1751/1943
2300/2563
2627/2915
Mean effective pressure (BMEP)
bar
24.9
24.9
kVA
1556/1727
2044/2278
2335/2591
Specific fuel consumption
g/kWh
183/184
183/184
Max. continuous rating altern,
(Cos Ф = 0.9)
bar
18.5
18.5
18.5
Specific lubricating oil consumption
g/kWh
0.8
0.8
Specific energy consumption
g/kWh
7450/7500
7450/7500
7450/7500
c
90
90
Specific lubricating oil
consumption
g/kWh
0.4
0.4
0.4
c
90
90
90
Cooling water temp. engine outlet
o
Engine** = Engine and foundation
dimensions given apply for resiliently mounted engines. choice of alternator may affect the given
dimensions and weights.
All data subject to change without prior notice
34
Mean effective pressure
(BMEP)
Cooling water temp.
engine outlet
o
* In progress - release date to be announced at a later stage
All data subject to change without prior notice
35
Marine engine anD
prOpuLSiOn SySTeMS
Engine type
generating set - gas
generating set - gas
Bergen B35:40L
Bergen B35:40V
d
d
E
E
B
A
A
B
c
c
principal dimensions
principal dimensions
Cylinder diameter 350mm. Piston stroke 400mm.
Cylinder diameter 350mm. Piston stroke 400mm.
A
B
C
D
E
Engine
Weights Dry
Alternator
total
17750kg
71050kg
B35:40L9AG 3315 7060 10375 1050 3855 53300kg
Technical data
A
B
C
D
E
Engine Weights Dry
Alternator
B35:40V12AG 3948 6366 10306 2712 4620 66500kg
21550kg
total
88050kg
Technical data
Engine type
B35:40L9AG
Number of cylinders
Engine speed
Engine type
9
r/min
720/750
Engine type
B35:40V12AG
Number of cylinders
Engine speed
12
r/min
720/750
Frequency
hz
60/50
Frequency
hz
60/50
Mean piston speed
m/s
9.6/10
Mean piston speed
m/s
9.6/10
Max. continuous rating (MCR)
kW
3780/3940
Max. continuous rating (MCR)
kW
5472/5700
kW
5307/5530
Max. continuous rating altern, ( η = 0.97)
kW
3666/3821
Max. continuous rating altern, (Cos Ф = 0.8)
Max. continuous rating altern,
( η = 0.97)
kVA
4582/4776
Max. continuous rating altern, (Cos Ф = 0.9)
kVA
4073/4245
Max. continuous rating altern,
(Cos Ф = 0.8)
kVA
6634/6912
Mean effective pressure (BMEP)
bar
18.2
Max. continuous rating altern,
(Cos Ф = 0.9)
kVA
5898/6114
Specific energy consumption
kJ/kWh
7550
Specific lubricating oil consumption
g/kWh
0.4
c
90
Cooling water temp. engine outlet
All data subject to change without prior notice
Marine engine anD
prOpuLSiOn SySTeMS
Engine type
o
Mean effective pressure (BMEP)
bar
20
Specific energy consumption
kJ/kWh
7475
Specific lubricating oil
consumption
g/kWh
0.4
c
90
Cooling water temp. engine outlet
o
All data subject to change without prior notice
36
37
propulsion systems
Bergen B32:40L - AZIPULL
Air cooler withdrawal
Min 2100
Typical parameters for AT
applications with 17 knots speed
(max. speed for AZIPULL - 24 knots)
1250
d
BERGEN B32:40L
S
A
1080
B
c
1470
ØK
Marine engine anD
prOpuLSiOn SySTeMS
AZP
Technical data
Diesel Engine technical Data
Azimuth thruster
Main Dimensions
technical Data
A
Engine type
Engine
Mass
(kg)
Engine
Power
(kW)
Cyl. No.
Engine
Speed
(RPM)
Azimuth type
and Size
B
C
D
S
K
Azimuth Min. Prop. Sump Engine
E gine Interm. Input
Min.
Max.
Mass*
Speed
Length Length Shaft* Shaft
Stem Prop. Dia.
(kg)
(RPM)
(mm)
(mm)
(mm) (mm) Length*
(mm)
(mm)
B32:40L6P
33200
2880
6
720
AZP120
45000
172
4390
5383
1750
4590
3300
B32:40L8P
40000
3840
8
720
AZP150
85000
133
5430
6422
2295
5795
4200
B32:40L9P
45900
4320
9
720
AZP150
85000
159
5950
6942
2295
5795
3900
B32:40L6P
33200
3000
6
750
AZP120
45000
172
4390
5383
1750
4590
3300
B32:40L8P
40000
4000
8
750
AZP150
85000
139
5430
6422
2295
5795
4200
B32:40L9P
45900
4500
9
750
AZP150
85000
153
5950
6942
2295
5795
4000
Additional notes (*):
• Mass of azimuth unit is based on minimum stem length (S)
• Minimum stem length (S) can be increased in steps of 200mm for AZP100, 250mm for AZP120 and
300mm for AZP150
• Length (C) and type of intermediate shaft can vary from short straight shafts to long cardan shafts
All data subject to change without prior notice
38
Note: the table shows typical data for rolls-royce twin screw propulsion systems for free running
ships. The azimuth unit data are given without ice class based on standard gear ratios. The data is not
binding and may change without notice.
39
propulsion systems
Bergen B32:40L6P - Rolls-Royce
Azimuth thruster
Typical parameters for Harbour
Tugs with speed up to 16 knots
S
BERGEN B32:40L6
Marine engine anD
prOpuLSiOn SySTeMS
A
ØK
B
Technical data
Diesel Engine technical Data
Azimuth thruster
technical Data
Main Dimensions
A
Engine type
Engine Engine
Mass
Power
[kg]
[kW]
Cyl.
No.
Engine Azimuth type
Speed
And Size
[RPM]
Azimuth
Mass*
[kg]
Bollard
Pull***
[tons]
ducted FP/cP
B32:40L6P
33200
3000
6
750
uS305P40
Max. input
power
[kW]
B
K
S
Sump Engine Prop. Nominal
Length Length Dia.
Stem
[mm]
[mm] FP/CP Length*
[mm]
[mm]
Harbour tugs other vessels
43000
108
3200
3000
4390
5383
3200
4200
dimensions
K Propeller diameter
S Stem length
construction
FP Fixed Pitch Propeller
cP controllable Pitch Propeller
Ducted with TK-nozzle
Open without nozzle.
40
* dry weight in metric tons of weld-in installation FP/cP propeller
** the power figures in table are for ship assisting harbour tugs driven by diesel engine.
the actual power figures are defined acc. to the application, prime mover, classification etc
*** Estimated metric tons per two (2) units with installed engine power.
All data subject to change without prior notice.
41
propulsion systems
BERGEN B32:40L
M, Piston withdrawal
1250
ØK
2548
Engine B32:40L
Marine engine anD
prOpuLSiOn SySTeMS
A
L
H
G
F
E
d
c
B
L, dismantling space for
hub cylinder
Air cooler withdrawal
Min 2100
42
1477
1250
2870
3855
Air cooler withdrawal
Min 2100
Min 2100
1080
1359
1470
1740
43
propulsion systems
Engine B32:40L
Typical parameters for single screw cargo vessels with speeds
up to 17 knots
Technical data
Engine type Engine
Power
(kW)
Cyl.
No.
Engine
Speed
(RPM)
Gear
Size
K Prop. Hub Size A
Dia.
(cm) (mm)
(mm)
B
(mm)
D
(mm)
E
(mm)
G
(mm)
H
(mm)
L
(mm)
Gear
Mass
(kg)
Prop
Mass*
(kg)
Engine
Mass
(kg)
2880
6
720
750
4100
86A/41
4390
5383
2020
1650
681
737
253
10200
9000
33200
B32:40L6P
2880
6
720
1500
121
4300
94A/41
4390
5383
2353
1700
707
792
263
11500
10400
33200
B32:40L6P
3000
6
750
750
135
4100
86A/41
4390
5383
2020
1650
681
737
253
10200
9100
33200
B32:40L6P
3000
6
750
1500
126
4200
94A/41
4390
5383
2353
1700
707
792
263
11500
10200
33200
B32:40L8P
3840
8
720
750
154
4100
94A/41
5430
6422
2020
1700
707
792
263
10200
10600
40000
B32:40L8P
3840
8
720
1500
140
4300
94A/41
5430
6422
2353
1800
707
792
263
11500
11200
40000
B32:40L8P
3840
8
720
950
115
4700
102A/41 5430
6422
2775
1900
775
859
285
26250
13200
40000
B32:40L8P
3840
8
720
3000
121
4600
102A/41 5430
6422
2710
1900
775
859
285
16500
13000
40000
B32:40L8P
3840
8
720
3000-2t
87
5500
111A/41 5430
6422
2820
1950
826
936
314
19000
16800
40000
B32:40L8P
4000
8
750
750
179
3700
86A/41
5430
6422
2020
1650
681
737
253
10200
9100
40000
B32:40L8P
4000
8
750
1500
153
4100
94A/41
5430
6422
2353
1800
707
792
263
11500
11000
40000
B32:40L8P
4000
8
750
950
120
4700
102A/41 5430
6422
2775
1900
775
859
285
26250
13400
40000
B32:40L8P
4000
8
750
3000
126
4500
102A/41 5430
6422
2710
1900
775
859
285
16500
13000
40000
B32:40L8P
4000
8
750
3000-2t
90
5400
111A/41 5430
6422
2820
1950
826
936
314
19000
16600
40000
B32:40L9P
4320
9
720
1500
149
4200
94A/41
5950
6942
2353
1800
707
792
263
11500
11600
45900
B32:40L9P
4320
9
720
950
115
4800
102A/41 5950
6942
2775
1900
775
859
285
26250
14000
45900
B32:40L9P
4320
9
720
3000
121
4700
102A/41 5950
6942
2710
1900
775
859
285
16500
13800
45900
B32:40L9P
4320
9
720
3000-2t
98
5300
111A/41 5950
6942
2820
1950
826
936
314
19000
16800
45900
B32:40L9P
4500
9
750
1500
155
4200
94A/41
5950
6942
2353
1800
707
792
263
11500
11600
45900
B32:40L9P
4500
9
750
950
120
4800
102A/41 5950
6942
2775
1900
775
859
330
26250
14000
45900
B32:40L9P
4500
9
750
3000
126
4700
102A/41 5950
6942
2710
1900
775
859
285
16500
13800
45900
B32:40L9P
4500
9
750
3000-2t
102
5200
111A/41 5950
6942
2820
1950
826
936
314
19000
16600
45900
B32:40V12P
5765
12
720
950
115
5200
121A/41 4951
6286
2775
1950
885
1020
345
26250
19800
53700
B32:40V12P
5765
12
720
3000
129
4900
111A/41 4951
6286
2710
1950
826
936
314
16500
16800
53700
B32:40V12P
6000
12
750
950
120
5100
111A/41 4951
6286
2775
1950
831
936
314
26250
18200
53700
B32:40V12P
6000
12
750
3000
135
4800
111A/41 4951
6286
2710
1950
826
936
314
16500
16800
53700
B32:40V16P
7680
16
720
950
138
4900
111A/41 6200
7870
2775
2000
831
936
314
26250
19200
62900
B32:40V16P
7680
16
720
4500
133
5100
121A/41 6200
7870
2950
2000
885
1020
345
25000
21600
62900
B32:40V16P
8000
16
750
950
144
4800
111A/41 6200
7870
2775
2000
831
936
314
26250
19200
62900
B32:40V16P
8000
16
750
4500
140
4900
121A/41 6200
7870
2950
2000
885
1020
345
25000
21200
62900
B32:40V16P
8000
16
750
6000
130
5200
121A/41 6200
7870
2985
2050
910
1020
345
33000
22400
62900
G, is project specific. dimension shown is based on standard sealing length.
F, Stern tube length is project specific dimension, 3000mm in this example.
E, is project specific, but a minimum service space is required.
All data subject to change without prior notice
44
Marine engine anD
prOpuLSiOn SySTeMS
B32:40L6P
Min.
Prop.
Speed
(RPM)
130
C, Length of elastic coupling is project specific .
Prop mass* is based on 5m propeller shaft.
M, Piston withdrawal, L type engine: 2520mm, V type engine 2350mm.
Note: the table shows typical data for rolls-royce single engine propulsion systems for free running
ships. The azimuth unit data is given without ice-class based on standard gear ratios.
45
propulsion systems
Bergen C25:33L - AZIPULL
air cooler withdrawal
1375
d
3230
BERGEN C25:33L
B
c
S
1100
A
1200
1590
Marine engine anD
prOpuLSiOn SySTeMS
ØK
AZP
Technical data
Diesel Engine technical Data
Engine
type
Engine Engine
Mass
Power
(kg)
(kW)
Azimuth thruster
technical Data
Cyl. No.
Engine
Speed
(RPM)
Azimuth
type
and Size
Azimuth
Mass*
(kg)
Main Dimensions
Min.
Prop.
Speed
(RPM)
A
B
C
D
K
S
Sump
Length
(mm)
Engine
Length
(mm)
Interm.
Shaft*
(mm)
Input
Shaft
(mm)
Max.
Prop.
(mm)
Min.
Stem
Length*
(mm)
4520
C25:33L6P
17500
1920
6
900
AZP100
30500
188
3170
4036
1490
2800
C25:33L8P
20700
2560
8
900
AZP100
30500
237
3930
4796
1490
2600
4520
C25:33L8P
20700
2560
8
900
AZP120
45000
174
3930
4796
1750
3300
4590
C25:33L9P
23900
2880
9
900
AZP100
30500
248
4310
5176
1490
2600
4520
4590
C25:33L9P
23900
2880
9
900
AZP120
45000
174
4310
5176
1750
3300
C25:33L6P
17500
2000
6
1000
AZP100
30500
175
3170
4036
1490
2800
4520
C25:33L8P
20700
2665
8
1000
AZP100
30500
229
3930
4796
1490
2800
4520
C25:33L8P
20700
2665
8
1000
AZP120
45000
167
3930
4796
1750
3300
4590
C25:33L9P
23900
3000
9
1000
AZP120
45000
167
4310
5176
1750
3300
4590
Additional notes (*):
• Mass of azimuth unit is based on minimum stem length (S)
• Minimum stem length (S) can be increased in steps of 200mm for AZP100, 250mm for AZP120 and
300mm for AZP150
• Length (C) and type of intermediate shaft can vary from short straight shafts to long cardan shafts
• All data subject to change without prior notice
46
Note: the table shows data for rolls-royce twin screw propulsion systems for free running ships.
The azimuth unit data is given without ice class based on standard gear ratios.
47
propulsion systems
15o
15o
15 o
o
15
15
o
15
Typical parameters for Harbour Tugs with speed up to 16 knots
405
o
Bergen C25:33L - US Azimuth thruster
1607
BERGEN C25:33L8P
S
A
Marine engine anD
prOpuLSiOn SySTeMS
ØK
B
Technical data
Diesel Engine technical Data
Engine
type
Engine Engine
Mass Power
(kg)
(kW)
Azimuth thruster
technical Data
Cyl.
No.
Engine
Speed
(RPM)
Azimuth type
and Size
Azimuth
Mass*
(kg)
Main Dimensions
Bollard
Pull***
(tons)
A
B
K
S
Input Power
Azimuth
(kW)
Sump
Length
(mm)
Engine
Length
(mm)
Prop. Dia.
FP/CP
(mm)
Min
Stem
Length*
(mm)
ducted FP/cP
C25:33L6P
18000
2000
6
1000
uS 25
29000
69
2000
3170
4036
2600
3800
C25:33L6P
18000
2000
6
1000
uS 25
29000
69
2000
3170
4036
2600
3800
C25:33L6P
18000
1920
6
900
uS 25
29000
67
1920
3170
4036
2600
3800
C25:33L6P
18000
2000
6
1000
uS 25
29000
69
2000
3170
4036
2600
3800
C25:33L8P
21000
2560
8
900
uS 35
37500
90
2560
3930
4796
3000
3650
C25:33L8P
21000
2665
8
1000
uS 35
37500
92
2665
3930
4796
3000
3650
C25:33L9P
24000
2880
9
900
uS305 P40
41000
97
2880
4310
5176
3000
4100
C25:33L9P
24000
3000
9
1000
uS305 P40
43000
104
3000
4310
5176
3200
4200
All data subject to change without prior notice
dimensions
K Propeller diameter
S Stem length
48
construction
FP Fixed Pitch Propeller
cP controllable Pitch Propeller
Ducted with TK-nozzle
Open without nozzle.
* dry weight in metric tons of weld-in installation FP/cP propeller
** the power figures on table are for ship assisting harbour tugs driven by diesel engine.
the actual power figures are defined acc. to the application, prime mover, classification, etc.
*** Estimated metric tons per two (2) units with installed engine power.
49
propulsion systems
1100
3230
ØK
1100
1850
Bergen C25:33L
piston withdrawal
air cooler withdrawal
1375
a
L
h
g
L, dismantling space for
hub cylinder
F
e
D
C
B
1200
1590
Marine engine anD
prOpuLSiOn SySTeMS
Typical parameters for single screw cargo vessels with speeds up to 17 knots
Technical data
Engine type
Engine
Power
(kW)
Cyl.
No.
Engine
Speed
(RPM)
Gear
Size
Min.
Prop.
Speed
(RPM)
C25:33L6P
1920
6
900
480
210
C25:33L6P
2000
6
1000
480
222
C25:33L6P
1920
6
900
550
167
C25:33L6P
2000
6
1000
550
C25:33L6P
2000
6
1000
C25:33L8P
2560
8
900
C25:33L8P
2665
8
C25:33L8P
2560
8
C25:33L8P
2665
C25:33L8P
2560
C25:33L8P
C25:33L9P
C25:33L9P
Hub
Size
(cm)
Gear
Mass
(kg)
Prop
Mass*
(kg)
Engine
Mass
(kg)
A
(mm)
B
(mm)
D
(mm)
E
(mm)
G
(mm)
H
(mm)
L
(mm)
K Prop.
Dia.
(mm)
66A/41
3300
4300
17500
3170
4036
1610
1550
565
566
211
2900
66A/41
3300
4250
17500
3170
4036
1610
1550
565
566
211
2800
72A/41
5300
5300
17500
3170
4036
1795
1550
601
671
217
3300
175
72A/41
5300
5200
17500
3170
4036
1795
1550
601
671
217
3200
600
180
72A/41
5800
5100
17500
3170
4036
1812
1550
601
671
217
3200
550
195
72A/41
5300
5700
20700
3930
4796
1795
1550
601
671
217
3200
1000
550
208
72A/41
5300
5600
20700
3930
4796
1795
1550
601
671
217
3100
900
600
185
72A/41
5800
5700
20700
3930
4796
1812
1550
601
671
217
3300
8
1000
600
197
72A/41
5800
5700
20700
3930
4796
1812
1550
601
671
217
3200
8
900
750
145
79A/41
10200
7100
20700
3930
4796
2020
1600
640
677
237
3800
2665
8
1000
750
160
79A/41
10200
6900
20700
3930
4796
2020
1600
640
677
237
3600
2880
9
900
600
200
72A/41
5800
6100
23900
4310
5176
1812
1600
601
671
217
3300
3000
9
1000
600
212
79A/41
5800
6300
23900
4310
5176
1812
1550
640
677
237
3200
C25:33L9P
2880
9
900
750
145
86A/41
10200
8100
23900
4310
5176
2020
1650
681
737
253
3900
C25:33L9P
3000
9
1000
750
160
79A/41
10200
7400
23900
4310
5176
2020
1650
640
677
237
3700
All data subject to change without prior notice
G, is project specific. dimension shown is based on standard sealing length.
F, Stern tube length is project specific dimension, 2500mm in this example.
E, is project specific, but a minimum service space is required.
C, Length of elastic coupling is project specific.
Prop mass* is based on 4m propeller shaft.
50
Note: the table shows typical data for rolls-royce single engine propulsion systems for free running
ships. The azimuth unit data are given without ice class based on standard gear ratios.
51
hybrid and electric
propulsion systems
SaVe Cube
Platform supply, multi-purpose, emergency response/rescue, coastguard
and research vessels.
By moving to hybrid or electric propulsion, owners have in-built flexibility
that can not only reduce emissions and optimise fuel consumption, but
they are lighter and take up less space, with lower noise and vibration
levels and reduced maintenance costs.
The latest generation system designed with a single integrated driveswitchboard for the whole vessel.
Electric systems are normally transformer-less with variable frequency
motors on fixed frequency networks. This means they can also
accommodate a battery power supply and can be plugged into a shore
connection of variable frequency.
All frequency convertors, drives and switchboards are housed in a single
cabinet for a significantly smaller footprint. A single cabinet is simpler to cool
and has fewer connections. It is therefore much easier to install, many more
connection terminations are done at the factory.
We select the best components from our broad supplier base and deliver
a complete package. This approach relieves the shipbuilder of much of
the technical risk and managing multiple equipment suppliers.
Additional battery power is available for slow speed transits in harbour or
for peak power load smoothing. All engines can operate at variable speeds
to maximise their efficiency for the required power. Engine speed will
automatically be adjusted to the power being demanded in the most fuel
efficient way.
SaVe Line
Platform supply, multi-purpose, emergency response/rescue,
coastguard and research vessels.
A traditional diesel-electric propulsion system already supplied to over 130
vessels operating today.
Uses active front end (AFE) technology for more stable clean voltage and fast
response to load control changes.
The number of generators installed is dependent on the total shipboard power
requirements and the vessel's operating profile. Those running is dependent
on the power required. When transiting at slow speed or in stand-by mode
with a reduced power demand, some engines can be turned off.
52
Marine engine anD
prOpuLSiOn SySTeMS
We optimise the system to match the vessels operating profile, the main
designs are illustrated.
SaVe Step
Power intensive ships - small cruise, diving support, platform supply,
construction support, jack-up and well intervention vessels. and research
Similar to the SAVe Line system but specifically designed for vessels with over
20MW of installed generated power. The main difference is the incorporation
of transformers to step-down the voltage. The system uses high voltage
(3-11kV) on the main switchboard and generators and low voltage on
the consumers and distribution. Combined pulse (12, 18 or 24 pulse) and
step-down transformers can be used in combination with pulse drive units.
Alternatively, the system can be based on AFE drive units, therefore only stepdown transformers are used and all the advantages of the SAVe Line system
with AFE are realised in the most fuel efficient way.
53
SaVe Combi
Tugs, Pelagic trawlers, fishing vessels
hybrid Shaft generator (hSg)
G
G
Fishing, platform supply, coastguard,
coastal vessels
D esel / gas eng ne
Uses AFE technology so fixed engine rpm
is not required when operating the shaft
generator. The switchboard sees a constant
voltage and frequency, and the correct
phase angle to match the other generator
sets running in parallel. Propeller and engine HSG solution provides lower fuel
consumption and less emissions.
efficiencies can be maximised by ensuring
they are running at their most efficient point.
The ability to reduce engine rpm to match the vessel's overall power
requirements significantly reduces fuel consumption and emissions.
Upgrading existing systems to HSG is normally straightforward with a
short payback time.
HSG dr ve
AC
DC
DC
AC
Reduction gear
SG
M
As its name suggests this system is made up of a variety of building blocks
and can be designed to almost any desired systems architecture for operation
in a wide variety of modes. One cabinet performs the task of several power
functions and drives. The compact design reduces footprint size to save space
and weight.
hybrid (Bypass hybrid generator)
This mode is selected for maximum speed and harnesses most of the
ship’s power, including output from the auxiliary generator sets for
propulsion. The shaft generator is operating as a motor with an output of
2,500 kW running in parallel with the 6,000 kW main diesel engine at 750
rpm. This gives a total power of 8,500 kW on the propeller shaft.
Fishing, coastal, offshore vessels
Not as sophisticated as the hybrid shaft generator (HSG) system. It is an ideal
option for power conversions, as the vessels existing electrical machines and
switchboards can be retained and do not have to be Rolls-Royce supply. Fixed
speed is required on the diesel when generating power for the switchboard.
An AFE drive is installed between the shaft-generator and the switchboard. This
provides additional power when used with the main engine and provides full
variable speed electric propulsion when the main engine is stopped, for slow
speed/standby modes or as an emergency/take-me-home system.
To update to the HSG concept, requires a special motor and switchboard.
Conventional hybrid
Diesel-electric mode – for efficient lower speeds
Two auxiliary gensets are running at 50 per cent power providing 900 kW
each to the system. 300 kW is used for hotel loads and 1,500 kW is available
for propulsion. In this mode, the shaft generator is running as a motor with
the HSG system controlling the shaft speed.
Fishing, platform supply, construction vessels
Has the simplest systems architecture with a separate generator and electric
motor. The generator is normally mounted on the front of the main diesel
with a standard electric motor on the gearbox. Main engine can operate as a
generator set for high power requirements. When less power is required the
auxiliary generator set can provide the hotel load and sufficient power for slow
speed cruising.
54
55
Marine engine anD
prOpuLSiOn SySTeMS
Systems architecture can accommodate: Hybrid shaft generator (PTP/PTI),
Battery energy storage for load smoothing/operation, shore connection, winch
drive or power for any other electrical equipment.
Boost mode – for maximum speed
parallel mode – for excess power
This is a new efficient way of running two engines, where the power
required for propulsion and hotel loads exceeds that available from the
generator sets alone. The shaft generator is feeding 500 kW into the
eletrical system in parallel with one auxiliary generator. The HSG system
keeps the frequency fixed at 60 HZ even if the main engine is running at
around half power with variable speed.
Transit mode – for optimum efficiency
Simply shifting modes
A challenge with complex hybrid systems is that changing operating
modes can be complicated. The newly developed Rolls-Royce ACON
mode shift system automates the process, so that with a single keystroke
on the bridge the captain can shift from one mode to another. Optimal
and economic operation also requires an overview of the ship systems,
so the captain and the engineers need to see how efficiently the
systems and equipment are working. Here, the ACON economy picture
provides the basis for optimisation, or indicates the need to move to a
different mode. Combining these products with a Rolls-Royce power and
propulsion system gives a unique combination of user-friendliness and
flexibility, not only when the vessel is new, but also later in life, when the
operating profile may well have changed.
power overview
The ACON mode
shift system provides
a view of the power
available on the
main busbar (green)
for major power
consumers like
thrusters (orange).
Shore connection mode – for lower fuel consumption
When the ship is in harbour it has the possibility for connecting to
the normal shore power and frequency (50Hz). The HSG converts the
frequency to the ship power system which is 60 Hz. It can also avoid
“black-out” during changeover from shore to ship power. There is
no need to run any of the auxiliary gensets, which will save fuel and
reduce emissions. In addition, noise and vibration levels onboard are
reduced to a minimum.
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economy
Shows fuel
consumption for
main and auxiliary
engines. By using
the speed of the
vessel and distance
travelled fuel
consumption per
nautical mile is
calculated.
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Marine engine anD
prOpuLSiOn SySTeMS
This mode is used to optimise propeller efficiency for the required
speed. The main engine runs at variable speed with the shaft generator
supplying the ship’s electrical needs. Therefore, both auxiliary generators
can be shut off.
Mode shifting