Media Technical Brief
B33:45
B33:45 - Rolls-Royce medium speed diesel
engine
A new family of Rolls-Royce Bergen medium speed diesel engines, named the B33:45 integrates today’s
technology and advanced manufacturing techniques to reduce operating costs for customers
Design technologies, tools and manufacturing techniques are extending the art of what is possible. Developed
to be more powerful and efficient as well as extending service intervals, the new Bergen B33:45 harnesses
these technologies to the full.
“When we embarked on this engine programme, we knew we could deliver a set of real performance
improvements, by moving to a new design,” says Thor Humerfelt, B33:45 Programme Director. “But were
these changes what our customers wanted? So before we put ‘pen to paper’ we went out and asked a broad
range of operators a number of questions.”
Five key design goals
The resulting feedback put life cycle costs way out in front of anything else in terms of importance. Engines
are not only normally the most expensive part of the propulsion system, they are large contributors to
operating costs and the maintenance budget.
“The results made reduced life cycle costs our number one design goal,” says Humerfelt. “It was taken into
account from the start and resulted in five clear goals.”
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Lowest fuel consumption and the highest power per cylinder in class
Dynamic/extended service intervals
Increased power within the same footprint
Compact modular design
Base engine suitable for liquid and gas fuel
600kW per cylinder
The new B33:45 comes with a 20 per cent increase in power per cylinder, compared with current Rolls-Royce
Bergen B-series engines. This allows the power demand to be met with fewer cylinders, which has a direct
bearing on maintenance costs and the space required.
Designed and developed to run on low sulphur fuel and with leading technical features and performance, it
makes the Bergen B33:45 the engine of choice for both mechanical propulsion and electric power generation.
As the type name suggests, a bore of 330mm with 450mm stroke has been selected for the range. Running
speed is from 450 to 750rpm as a marine propulsion engine on propeller law, and 720/750rpm for genset
drive delivering 60/50Hz power. Variable valve timing, an intelligent system that responds to load, ensures the
engine always receives the ideal amount of air for maximum responsiveness and efficiency.
Computational Fluid Dynamics (CFD) was an important part of the engine design, particularly the cylinder
head. As Bergen Engines and MTU are now part of Rolls-Royce Power Systems, the engine design has
benefitted from world leading diesel R&D capabilities. CFD analysis of the combustion process was
undertaken together with the MTU R&D centre in Friedrichschafen. This gave an excellent start in the quest
for the best fuel consumption in class, which was achieved early on in prototype running.
In-line engines are the first to be produced, with V engines to follow later. In-line six, seven, eight and nine
cylinder units span a power range from 3,600 to 5,400kW and V engines 6,000 to 8,400kW, providing a wide
range of incremental power choices for the marine industry.
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For land applications V16 and V20 will provide up to 12,000kW.
Low fuel consumption
Specific fuel consumption is 175g/kWh at 85 per cent MCR and 177g/kWh at full load. These engines are
economical down to very low loads, without visible smoke and comply with IMO Tier II and Tier III rules.
Combined with a competitive first cost per kilowatt as a result of rational design and production, load
dependent maintenance schedules and 24/7 support from the Rolls-Royce global service network means the
B33:45 has a low life cycle cost as well as providing reliable power.
The engine control system is the electronic engine management system from MTU which is developed inhouse. It monitors and controls all key engine functions and exhaust aftertreatment.
A new turbocharger is matched to the exhaust system which provides multi-pulse charging with charge air
taken through a two stage intercooler, which gives a high turbo efficiency. Turbocharger, coolers and the plugin pumps are arranged at the free end of the engine. Modular design has been applied throughout the engine,
for rational manufacture and reduced cost both in production and in overhauling later in life.
Robust
Looking more closely at the design of the B33:45, the foundation is a more rigid SG iron block than the current
B-series, which has reduced vibration levels to 10-11m/sec. It supports the balanced crankshaft which is the
same for both propulsion and generator applications. Cylinders are individual units that can be removed
complete within a service height of 2.52m above the crankshaft centre-line. Connecting rods are of the marine
three-piece type allowing piston removal without disturbing big end bearings. The strengthened camshaft
design has one section per cylinder for ease of replacement.
Another feature is a reduction in the amount of external pipework, which ensures a safe yet simple fuel
system design. This has been achieved by putting the oil bores into the cylinder heads and the passages are
joined by simple transfer blocks. The system is common rail ready, with the conventional system providing
maximum flexibility for different applications.
Meets IMO Tier III
Meeting IMO Tier III NOx emission requirements was another important goal and is achieved with selective
catalytic reactor (SCR) technology. The system uses urea to convert the NOx into nitrogen and water vapour.
An SCR system was part of the development programme and NOx levels within IMO levels have been
successfully validated, running from 10 – 100 per cent load. The control unit is integrated into the engine
controller and compact SCR units will come in various sizes to match the engine power selected.
The ship designer and shipyard can use to advantage the new engine’s compactness and ease of installation.
Pumps are located at the free end with logical pipe connections. Full power can be taken from either end of
the crankshaft. Exhaust, and if required air ducts, can be routed to suit the vessel as the connection points to
the turbocharger can be rotated through 15 degree steps. The flexible engine mount system needs no welded
brackets and the engine itself has low levels of vibration.
Initial testbed running of the B33:45 has used a six cylinder propulsion engine, followed by a generator engine
to confirm that design goals have been met and verify the fast load change response.
The first production engine, a nine cylinder, has already been ordered and will be delivered to the shipyard in
mid-2015.
Extended maintenance intervals
The B33:45 engine family is designed for 25,000 hours between major maintenance when operating at
average loads within a specified window. The engine range incorporates options that include health
monitoring and splash oil monitoring, which enable major engine maintenance to be aligned with the vessel’s
reclassification intervals, normally every five years, which significantly reduces vessel down time. When
overhauls are finally needed, owners can benefit from the Bergen worldwide exchange pool system which
offers cylinder heads, injection components and other parts by exchange and later return, with warranty.
Applications for the new engine range include anchorhandler tug supply vessels (AHTS), subsea construction
vessels, other offshore vessels such as drillships, semi-submersible drilling rigs, accommodation units, and
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seismic survey ships and a host of commercial vessels including ropax ferries, cruise ships, cargo ships,
tankers and fishing vessels.
First multiple order
In March 2015 Rolls-Royce secured a landmark agreement to supply six of its new B33:45 medium-speed
diesel generator sets to China’s Fuijan Mawei shipyard for configuration aboard the world’s first ever seabed
mining vessel.
The pioneering vessel, designed by Singapore’s SeaTech Solutions for Dubai-based owner Marine Assets
Corporation (MAC), will be powered by six B33:45L9A engines to provide 31.4 megawatts of power.
When the 227 metre long, 40 metre wide mining ship is delivered towards the end of 2017, it will operate
under long-term charter to Nautilus Minerals at the Solwara 1 project in the Bismarck Sea, offshore Papua
New Guinea. The vessel will be used to extract high grade copper, gold, silver and ore from the seabed in
water depths of 1,600 metres.
The contract marks the first multiple order for the B33:45 engine since its official market introduction. Each
engine will also feature Tier III-compliant selective catalyst reduction technology. The B33:45 engines offer a
20% increase in power per cylinder, while fuel consumption, emissions and through-life operating costs are
reduced.
Rolls-Royce will deliver the six 9-cylinder engines to the Fuijan Mawei yard from March 2016. Three
underwater mountable thrusters, two retractable Azimuth thrusters and two bow thrusters also form part of the
supply agreement.
For further information including pictures, please contact:
Craig Taylor
Head of Communications – Marine
Rolls-Royce
m: +44 (0) 7807 969 426
e: craig.taylor2@rolls-royce.com
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