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ProjectGui
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40A
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 PROJECT GUIDE

FOR

MARINE AUXILIARY APPLICATIONS

BERGEN ENGINE TYPE B32:40A

FUEL OIL OPERATION

This project guide is intended as a tool to assist in NOTE

project work for installations that include Bergen The data and information, related to the engines
engines. Binding drawings and technical data will be given in this guide, are subject to change
submitted after receipt of orders. without notice.
Components and systems shown in this guide are not
necessarily included in the Rolls-Royce scope of
NOTE
supply.
The information in this guide is applicable for
All copies of this document in hard and soft format are marine applications only.
uncontrolled. To verify latest revision status contact
salessupport.bergen@rolls-royce.com.

Edition: May 2009 (Rev. 05. January 2018)

© Bergen Engines AS 2018 Bergen Engines AS

A Rolls-Royce Power Systems Company P.O.Box 329 Sentrum
The information in this document is the property of Bergen Engines N-5804 BERGEN
AS, a Rolls-Royce Power Systems Company, and may not be NORWAY
copied, or communicated to a third party, or used, for any purpose Tel. +47 55 53 60 00
other than that for which it is supplied without the express written Homepage: www.rolls-royce.com
consent of Bergen Engines AS. E-mail: salessupport.bergen@rolls-royce.com
Enterprise no. NO 997 016 238
Whilst the information is given in good faith based upon the latest
information available to Bergen Engines AS, no warranty or A Rolls-Royce Power Systems Company
representation is given concerning such information, which must be
taken as establishing any contractual or other commitment binding
upon Bergen Engines AS, its parent company or any of its
subsidiaries or associated companies.

Marine Auxiliary Applications, B32:40

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 Project Guide

Part 1
1.01 Standard and optional engine design
1.04 Technical data
1.05 Fuel oil specification
1.06 Starting, loading and low load operation
1.07 Fuel oil consumption
1.08 Noise level measurement
1.09 Emission compliance

Part 2
2.02 Starting and control air system
2.03 Charge air and exhaust gas system
2.03.1 Turbocharger - water washing system
2.04 Combustion air system
2.06 Diesel oil system
2.07 HFO system and MDO stand-by/flushing system
2.07.1 Fuel injection pump - cleaning system
2.08 Nozzle temp. control system
2.09 Cooling water system
2.10 Lubricating oil system
2.10.1 Lubricant guide for MDO/HFO engines
2.20 Transportation, packing, handlig and care of engine
Lifting arrangements of engine

Part 3
3.01 Standard and optional generator design
3.03 Mounting of generator set / Buffer for flexible mounting
3.04 Engine installation:
Pipe connections, Engine/Alternator connection
and Main dimensions

Part 4
4.01 Safety, control and monitoring:

Part 5
5.01 Service and maintenance:
Time consumptions, standard maintenance operations
and expected service life
Space around engine and piston withdrawal

Supplement Routine maintenance schedules:

For diesel oil operation, see draw. no. 1012/06
For heavy or intermediate fuel operation, see draw. no. 940/02

Marine Auxiliary Applications, B32:40

0516 B/A Page 1 : 1
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1.01

STANDARD AND OPTIONAL ENGINE when found necessary, and power take-off can
DESIGN. also be arranged.
For maintenance work the crankshaft is turned by
This description is in general related to standard an electric motor.
engine design and standard engine fitted auxiliary
equipment. Main and big end bearings.
In addition optional engine design and optional The bearings are precision made and require no
engine fitted equipment are described. For ancil- special adjustment when fitting new shells. Main
lary engine systems with equipment not fitted on bearing shells can be removed without lowering
engine, see relevant parts in the manual. the crankshaft. Big end bearing shells can be re-
moved without piston withdrawal.
The description is based on engine ratings for
standard equipped engines as defined on page 6.
Connecting rod and big end bearing.
Connecting rod and big end bearing housing are
Bergen Engine type B32:40 is a 4-stroke engine
drop-forged in one piece. The big end bearing is
built in Vee- and in-line versions with 320 mm
split diagonally with serrated joints.The big end
bore and 400 mm stroke. The engines are turbo-
bearing cap is retained by studs with hydraulically
charged based on the impulse principle and are
tightened nuts.
equipped with intercoolers. The engines are sup-
plied as propulsion engines or as generator en-
gines. All engines in the B32:40 series have Pistons.
identical components as far as this is possible and The pistons are of the composite type, with nodu-
practical. Customers using Bergen main engines lar cast iron skirts and forged steel crowns.
and gen.sets have thereby the advantage of “uni- They are cooled by oil from the main lube oil sys-
form machinery” with fewer spare parts to keep in tem, which is led to the pistons through the con-
stock. necting rods. The gudgeon pin bearing has a
“stepped” design that gives a large bearing sur-
face.
Direction of engine rotation.
Each piston has two compression rings and one
Both clockwise and anticlockwise can be deliv-
spring- loaded oil control ring, all especially
ered, seen from flywheel end.
adapted for a controlled lube oil consumption.
The piston rings are chromium plated. All piston
Engine block. rings are located above the gudgeon pin to ensure
Crankcase/cylinder block is a monoblock struc- the best lubrication of the piston skirt.
ture of nodular cast iron. The engines have under-
slung crankshafts.
Cylinder liners.
Main bearing caps are retained by studs with hy-
The cylinder liners are centrifugally cast in a wear
draulically tightened nuts.
resistant alloy cast iron.
Horizontal bolts running across the crankcase,
clamp the main bearing caps against sideways
movement. Large doors on both sides of the Carbon cutting ring.
crankcase give easy access for maintenance work. All engines are equipped with a carbon cutting
The engines are fitted with necessary relief valves ring in each cylinder liner.
in the crankcase doors. The carbon cutting rings prevent build-up of car-
bon on the piston crowns, and thereby reduce the
Crankshaft. polishing and wear of the cylinder liners, which
The crankshaft is a forging of chromium-molyb- reduces the lube oil consumption.
denum steel. It has counter-weights to balance in-
ertia forces. A torsional vibration damper/rotating
mass is mounted at the free end of the crankshaft,

Marine Auxiliary Applications, B32:40 Standard and optional engine design.

1009 B/P Page 1 : 6
1.01

Cylinder heads and valves.

The cylinder heads are of alloyed cast iron, and
are secured to the engine block by six studs with
hydraulically tightened nuts.
The bottom section of the cylinder head is heavily
built to withstand high firing pressures, and it has
cooling bores for good temperature control.
Each head has two inlet- and two exhaust valves,
a combined safety- and indicator valve, a fuel in-
jection valve and a starting-air valve.
The Vee-engine has starting-air valves in the cyl-
inder heads of one cylinder bank only.
Valve seats and valve guides for inlet- and ex-
haust valves are cast of special alloy cast iron, and
are shrink-fitted.
The exhaust valve seats are cooled by jacket wa-
ter. The inlet valves are of SiCr alloy valve steel
with “STELLITE 12” hard seat facing, whereas
exhaust valves are of “NIMONIC” with
“DELORO” seat armouring for heavy fuel opera-
tion.
All valves are equipped with valve rotators.
The fuel injection valve is located in a water
cooled brass housing in the centre of the cylinder B32:40L
head, and the nozzle is temperature controlled by
means of lubr oil. One combined safety- and indi- Fuel system.
cator valve is fitted outside the cylinder head cov- The fuel system has a separate injection pump for
er. each cylinder, connected to a common control
There is a separate cover for each cylinder head. shaft by a spring loaded lever.
If the control rack for one of the pumps gets
Camshaft. stuck, the control shaft can still move freely and
The camshaft is driven by gearwheels from the control the remaining pumps.
flywheel end of the crankshaft. The camshaft is The fuel injection equipment is developed for
split in 1 - 3 sections, depending on number of heavy fuel operation. The pumps have through-
cylinders. The camshaft sections are withdrawa- flow passages for fuel oil recirculation.
ble sideways from the engine, and cams can be re- All engines have one overspeed trip air cylinder
placed separately. on each fuel injection pump.
A standard engine for diesel oil duty has an en-
gine driven fuel booster pump. The injection
pump plungers have a special coating for reduced
wear and safety against seizure.
Fuel oil leaking along the pump plungers is
drained through a collector pipe to the waste oil
tank, together with overflow from the injectors.
The high pressure pipes to the nozzles are shield-
ed, with drain to the waste oil tank via an alarm
sensor.
The high pressure fuel pipe is led through the cyl-
inder head, and a possible fuel leakage is prevent-

Standard and optional engine design. Marine Auxiliary Applications, B32:40

Page 2 : 6 1009 B/P
1.01

ed from reaching the lubricating oil by o-ring Fresh water cooler and thermostatic valves for
seals on the nozzle holder. sea- and fresh water are mounted in engine room.
Large covers enclose the fuel injection system Option:
completely for safety reasons, in case of any leak- • Electric jacket water heater with pump, sup-
ages and to keep it at high temperature. plied as one module, for warm engine
standby purpose, installed in the engine
For heavy fuel duty the booster pump as well as room.
the fuel oil filter are separately fitted. • Engine driven sea/low temp. fresh water
For heavy oil duty, the booster pump as well as pump for auxiliary engine.
the fuel oil filter are separately fitted. The fuel oil
injection valves are temperature controlled by
means of lube oil from the engine system, and Main lubricating oil system.
which is heated by a heat exchanger connected to The main lubr. oil system is as standard based on
the jacket water system. wet sump. The lubr. oil pump is engine driven by
Standard engines are designed for start-stop on a gear train from the crankshaft in the pump end
heavy fuel oil. of the engine.
A centrifugal filter is as standard fitted on all
The diesel oil/heavy fuel oil change-over valve is engines.
installed in the engine room. The main lubr. oil filter is an integrated part of the
A Bergen developed cleaning/lubricating system front end cover. The lubr. oil cooler with thermo-
keeps the fuel injection pumps and control racks static valve are installed in the engine room.
free of heavy fuel residue, with the intention to The electrically driven priming/stand-by pump is
prevent them from sticking. Diesel oil is used as also installed in the engine room.
cleaning medium.
The pneumatically operated cleaning pump with See table for engine application.
oil tank and control equipment are installed in the Option:
engine room. • Dry sump for propulsion engines, with drain
to tank at lower level.
Exhaust gas NOx emissions. The valve gear is lubricated from the main lubr.
The revised MARPOL ANNEX VI and NOx oil system via a pressure reduction valve.
Technincal Code 2008 (2009 edition) includes
regulations to restrict the emissions of NOx (ni- Governing.
trogen oxides) in the exhaust gas from marine The B32:40 engines are equipped with Europa
diesel engine installations. These regulations are governors (centrifugal flyweight type) with hy-
intended to cover all new engine installations, draulic actuator and pneumatic speed setting, or
above 130 kW, installed from year 2000. Woodward electronic governors with hydraulic
Rolls-Royce Marine, Engines Bergen qualifies its actuator and electric speedsetting.
engines to the requirements of the ANNEX VI
and NOx Technical Code 2008. The engines meet Load limiter and overspeed trip.
the Tier II requirements that apply from 2011. The engines are equipped wih automatic load lim-
iting during the starting sequence. Depending on
Cooling water system. type of governor the limiter is built into the gov-
The jacket water pump is engine driven and of ernor, or arranged by means of a pneumatic cylin-
centrifugal type, not self-priming. The pump der acting on the control shaft for fuel injection
housing and impeller are of nodular cast iron and pumps, and controlled by a time relay.
the shaft of stainless steel. The engines are further equipped with a pneumat-
Engine driven sea/low temp. fresh water pump is ically operated overspeed trip, acting on the con-
standard for propulsion engine, while electrically trol shaft for fuel injection pumps.
driven is standard for auxiliary engine.

Marine Auxiliary Applications, B32:40 Standard and optional engine design.

1009 B/P Page 3 : 6
1.01

All engines have one overspeed trip air cylinder Propulsion engines:
on each fuel injection pump. • Rigidly mounted as standard,
• Resiliently mounted as option
Instruments on engine.
As standard an instrument panel is resiliently Power output / Propeller design.
mounted on the engine. Propeller design depends upon vessel type and
duty.
Sequencing, monitoring and safety sys- If the fixed propeller solution is chosen, it should
tem. be designed so that it absorbs 85% of the maxi-
As standard the engine has a junction box for con- mum continuous output of the engine at normal
nection of engine fitted sensors and actuators to speed when the ship is on sea trial, at specified
externally installed sequencing and safety control speed and load.
equipment. For ships intended for towing (TUGS), the pro-
The engines are as standard presumed to be con- peller can be designed for 95% of MCR of the en-
trolled by a sequencing and safety system PLC. gine at nominal speed for bollard pull or at towing
speed.
Engine foundation.

B32:40V

Standard and optional engine design. Marine Auxiliary Applications, B32:40

Page 4 : 6 1009 B/P
1.01

Standard and optional engine design.

Speed range:
Propulsion engine B32:40LP, B32:40VP: 750 RPM
Generator engine B32:40LA, B32:40VA: 720/750 RPM

B32:40L B32:40V
Engine type

Generator Propulsion Generator Propulsion

Standard & Optional spec.
built on the engine 6 8 9 6 8 9 12 16 12 16
Wet sump, lubr. oil 1 1 1 1 1 1 1 1 1 1
Dry sump, lubr. oil 2 2
Lubr. oil filter 1 1 1 1 1 1
High temp. cooling water pump 1 1 1 1 1 1 1 1 1 1
Low. temp. cooling water pump 2 2 2 2 2 2 2 2 2 2
Lubr. oil priming pump 1 1 1 1
Power take-out, free end 2 2 2 2 2 2 2 2* 2 2*
Turbocharger, free end 1 1 1 1 1 1 1 1 1 1
Turbocharger, flywheel end 2 2 2
Anticlockwise direction of rota-
tion seen from flywheel end 2 2 2 2 2 2 2 2 2 2
Clockwise direction of rotation
seen from flywheel end 1 1 1 1 1 1 1 1 1 1
Hydraulic governor, Europa with
pneum. speedsetting 1 1 1 1 1
Electronic governor, Woodward 1 1 1 2 2 2 1 1 2 2
Rigidly mounted 2 2 2 1 1 1 2 2 1 1
Resiliently mounted 1 1 1 2 2 2 1 1 2 2

Notes:
1. Standard
2. Option
*) Reduced power take-out.

Marine Auxiliary Applications, B32:40 Standard and optional engine design.

1009 B/P Page 5 : 6
1.01

Direction of rotation and cylinder numbering:

Bergen B32:40

1 2 3 4 5 6

Free end/
pump end
Flywheel end

Counter-
clockwise
rotation

This side: Manoeuvre side

Other side: Manifold side

Standard and optional engine design. Marine Auxiliary Applications, B32:40

Page 6 : 6 1009 B/P
1.04

TECHNICAL DATA.

Marine Auxiliary Applications, B32:40 Technical data.

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Technical data. Marine Auxiliary Applications, B32:40

Page 10 : 10 0916 B/A
Part 1.05

FUEL OIL SPECIFICATIONS

Bergen Engine can only run on conventional In addition to the ISO standard there are engine
petroleum-derived fuels or crude oils. manufacturer specific limits which the fuel also
The fuel specification - as bunkered, shall be must be within. See Table below.
within the limits of ISO 8217:2010 for the fuel
category the engine plant is designed for.

Additional Limits On Residual Fuel Characteristics

Characteristics Unit Limit Value Test Method

Kinematic viscosity at engine inlet mm2/s or cSt max. 16,0 ISO 3104
min. 12,0
Water at engine inlet volume % max. 0,20 ISO 3733
Sodium at engine inlet mg/kg max. 30 IP 501, IP 470
Aluminium + silicon at engine inlet mg/kg max. 15 IP 501, IP 470
or ISO 10478

Additional Limits On Distillate Fuel Characteristics

Characteristics Unit Limit Value Test Method

Kinematic viscosity at injection pump inlet mm2/s or cSt min. 1,6 ISO 3104
2/s
Kinematic viscosity at engine inlet mm min. 1,9 ISO 3104
Water at engine inlet volume % max. 0,20 ISO 3733
Fuel temperature at engine inlet °C min. 20

Lubricity µm max. 460,0 ISO 12156-1

Diesel oil (MDO)

Marine Diesel Oil can be used as fuel oil for the If a fuel oil that is not a pure distillate is used, i.e.
engine, provided that the oil is fairly homogene- most grades of Marine Diesel Oil and some grades
ous, i.e. it does not contain a large amount of of Gas Oil (Light Marine Diesel Oil), it is abso-
heavy residues, especially with respect to crack- lutely recommended to separate the fuel.
ing and very bituminous residues. It is often diffi-
cult to judge the quality of the oil from the In case the result with a fuel oil is not satisfactory,
supplied analysis data. i.e. causing smoke and high exhaust temperatures,
The specific gravity will depend on the origin of large deposits of carbon in the engine etc., it is ad-
the oil, and also on the mixing ratio between re- visable to send a detailed report to Bergen
sidual oil and distillate. An East Indian fuel oil of Engines AS with complete oil analysis data.
a certain grade may therefore have a higher spe-
cific gravity than the corresponding Persian oil.
The oil viscosity is of importance for the injection
pressure, but generally it is not significant for the
quality of the fuel.

Marine Auxiliary Applications, B32:40 Fuel oil specifications

0613 BC/AP Page 1 : 4
Part 1.05

Specific energy
(Extract of ISO 8217) Heavy fuel oils, or more correctly, Intermediate
Specific energy is not controlled in the manufac- Fuels (IF) are produced by diluting a high viscos-
ture of fuel except in a secondary manner by the ity residual oil with a distillate, normally Marine
specification of other properties. Diesel Oil, to the desired viscosity.
However, the specific energy can be calculated The quantity of distillate needed to attain a certain
with a degree of accuracy acceptable for normal viscosity will always be relatively small. Thus the
purposes from the following equations: percentage of impurities is hardly altered by re-
ducing the viscosity. Viscosity is therefore no
Specific energy (net) = A·B+C (MJ/kg) measure of quality.
The quality of a heavy fuel is primarily dependent
A= 46.704 - 8.802  2·10-6+3.167·  10-3 upon the origin of the crude oil and the refining
B= 1 - 0.01(x+y+s) process used. This means that the quality of the
C= 0.01(9.420s - 2.449x) fuel oil can vary greatly from place to place and
from time to time, irrespective of the viscosity.
where It is a requirement to separate the heavy fuel oil.

 is the density at 15°C, in kilograms per cubic Fuel standards

metre. The heavy fuel oil should satisfy the requirements
x is the water content, expressed as a percent- of the international standard ISO 8217.
age by mass. The standards give no indications of the fuel qual-
y is the ash content, expressed as a percentage ity with regard to ignition, combustion and pre-
by mass. treatment, as no reliable measurement criteria
s is the sulphur content, expressed as a percent- exist.
age by mass.

Specific fuel oil consumption is based on MDO

with a net cal. value of 42.7 MJ/kg.

Heavy fuel oil (HFO)

Bergen engines are designed for using fuel having
viscosities up to 55 cSt/100°C
(700 cSt/50°C) corresponding to ISO 8217 class
RMK 700.

“Heavy fuel” is an expression used colloquially

for all fuels having a viscosity above approxi-
mately 20 cSt/50°C but this term is not used in
ISO 8217. This can cause some confusion, like
the different names for identical products used by
different fuel suppliers.

The designation for residual type fuel is not con-

sistent and the following designations are in use:
• Marine Fuel Oil, Bunker Fuel Oil, Bunker C,
Bunker C Fuel Oil, Intermediate Fuel (IF),
Intermediate Fuel Oil (IFO), Light Marine
Fuel Oil (LMFO), Thin Fuel Oil, Mazout
Lourd.

Fuel oil specifications Marine Auxiliary Application, B32:40

Page 2 : 4 0613 BC/AP
Part 1.05

Fuel viscosity by a viscometer, adjusted to allow for heat loss

The viscosity of heavy fuels at the injection pump between the viscometer and engine. Drawing no.
inlet should be: L 757/02 shows the temperature required to ob-
2.2°E (min. 2.0°E max. 2.5°E) tain a given viscosity for certain fuel grades. This
14 cSt (min. 12cSt max. 16.5 cSt) diagram is only a guide as the viscosity-tempera-
65 s.RW1 (min. 58 s.RW1 max. 74 s.RW1) ture relationship may vary for different heavy fu-
els.
To attain the above viscosity the fuel oil will re-
quire heating. The heating should be controlled

Drawing No. L 757/02. Viscosity / Temperature

curves of some typical fuels.

Marine Auxiliary Application, B32:40 Fuel oil specifications

0613 BC/AP Page 3 : 4
Part 1.05

Heavy fuel oil - operating problems cause, together with recommendations for avoid-
A table is given below which describes problems ing or at least minimizing these problems
the various constituents of modern heavy fuel can
Item Problem area Action
Density Pretreatment/ removal of water Ensure separator settings are correct
Sulphur Low temperature corrosion, i.e. wear Ensure coolant outlet temperature is
of upper liner parts, in piston ring between 85-90°C.
grooves and on exhaust valve stem/ Ensure lubricating oil has sufficiently
guide. high TBN-no.
Viscosity Pretreatment/preheating to correct Ensure temperature is correct for
injection viscosity. required viscosity.
Conradson Carbon Carbon build-up in exhaust system Increase inlet air and coolant tempera-
and increase in smoke level. ture at low load.
Especially at low load.
Vanadium High temperature corrosion of exhaust Check function of rotocap.
valves. Check valve clearance and valve
Deposit formation. seating.
Sodium Deposit formation. See under “water” (below)
Sodium content is connected with sea
water
(1% seawater ~ 100 ppm sodium)
Water (usually seawater) Corrosion, corrosive wear, deposit for- Sea water content must be reduced by
mation. the separator to less than 0.2%.
Ignition and combustion. Wear, deposit formation, damage to Increase charge air temperature at
Problems are rare today, but might piston and rings. low load. Keep high cooling water
appear more frequently for fuels pro- temperatures.
duced from secondary refining pro- In extreme cases: Mix fuel with diesel
cesses, particularly at low load. oil having cetane no. 35 min.
NB! Watch compatibility.
Aluminium, silicates. Abrasive wear of fuel system equip- Effective separation and filtration is
ment, liners and rings. essential. Reduce content to 5 ppm
max.
particle size max. 5 micron.
Compatability Pretreatment Avoid mixing with other oils wherever
(Mixing with other oils.) possible.

Fuel oil specifications Marine Auxiliary Application, B32:40

Page 4 : 4 0613 BC/AP
Part 1.06

STARTING, LOADING AND LOW LOAD

OPERATION Applicable for diesel oil operation only.
If the ignition does not take place within 12-15
Introduction sec. the starting procedure has to be interrupt-
Rolls-Royce Marine, Engines Bergen have experi- ed. This is to prevent admitting too much fuel
ence from applications at outdoor ambient air into the cylinders and the exhaust system.
temperatures from +50°C in tropical areas to - Ref. engine service manual.
30°C in arctic areas. The propulsion engines must always be primed
Special precautions have to be taken in relevant with lubricating oil before starting. (Exeption
ancillary systems for ambient air temperatures be- for emergency start)
yond the standard rating reference temperature
range, which is engine room temp. between 0°C Loading
and 55°C, according to classification rules. An engine which has gone through a "warm
standby start", is ready for instant loading to
For engine air inlet max. allowable temp. is 45°C, 100%.
and max. air humidity is 60%.
An engine which has gone through a "cold start"
Definitions has to be loaded gradually until a min. jacket wa-
Warm standby starting: ter temperature of +50°C is reached.
• I.e. starting of the engine with an engine tem-
perature (jacket cooling water temperature) of Low load/part load operation
minimum + 50°C. Operation on diesel oil:
• Applicable for diesel oil and heavy fuel oil • The engines may be operated for 8-10 hours
operation. at zero load.
• With the engine in warm standby, and with • The engines may be operated for 100 hours at
the fuel oil heated to correct injection viscos- 10% load.
ity and circulating to the engine, it can be
started on heavy fuel oil. After above extreme low load operations the en-
gines have to be loaded to minimum 50% for a pe-
Additional requirements for heavy fuel oil opera- riod of 15 minutes before a new low load period
tion: takes place.
• Minimum nozzle oil temperature +80 ±5°C.
• The temperature of the heavy fuel oil has to Operation on heavy fuel oil:
be as required for the fuel oil injection viscos- Recommended minimum low load operation in %
ity. of nominal full load as a function of operating
time is shown on the diagram L 750/44 (see next
Cold starting: page).
• I.e. starting of engine with an engine tempera- The diagram is only for engines equipped with
ture below + 50°C and down to minimum two-stage charge air coolers .
0°C.
• Applicable for diesel oil operation only.
•
Emergency cold starting:
• I.e. starting of engine with an engine tempera-
ture below 0°C.

Marine Auxiliary Applications, B32:40 Starting, loading and low load operation
0303 BC/AP Page 1 : 2
Part 1.06

Starting, loading and low load operation Marine Auxiliary Applications, B32:40
Page 2 : 2 0303 BC/AP
1.07

FUEL OIL CONSUMPTION.

Specific fuel oil consumption. ISO 3046, without pumps.

265
260
255
250
245
240
235
230
SFOC (g/kWh)

225 B32:40L-V.
720rpm.
220
215
210
205
200
195
190
185
180
175
10 % 20 % 30 % 40 % 50 % 60 % 70 % 80 % 90 % 100 %
Engine Load

Rev. 00 SHH 26.10.2010

Specific fuel oil consumption. ISO 3046, without pumps.

265
260
255
250
245
240
235
230
SFOC (g/kWh)

225 B32:40L-V.
750rpm.
220
215
210
205
200
195
190
185
180
175
10 % 20 % 30 % 40 % 50 % 60 % 70 % 80 % 90 % 100 %
Engine Load

Marine Auxiliary Applications, B32:40

1010 B/A Page 1 : 2
1.07

Marine Auxiliary Applications, B32:40

Page 2 : 2 1010 B/A
1.08

NOISE LEVEL MEASUREMENT.

Engine type: B32:40 L6

Engine no.: 15002
Speed (rpm): 750
B.M.E.P. (bar): 24.9
Location-object: Prod.testbed no.5
Period: 22.10.01
Instruments/
Sertificate No.: -B&K 2230 /
-B&K 1625 /
-B&K 4230 /

Carried out by: JBJ

Reading RMS Load % / point no.

Leq (dB) 1 2 3 4 5 6 7 8

Linear level 108 110 112 112 109 108 110

W. network-A 105 108 110 111 107 106 107
W. network-C 108 110 112 112 109 108 110
Reading lin. lev.
RMS Leq (dB)
Centre freq.
31.5 Hz 102 91 98 95 90 95 103
63 Hz 98 98 100 97 96 94 100
125 Hz 100 98 100 99 97 96 101
250 Hz 97 100 103 102 99 98 100
500 Hz 101 106 107 108 103 101 101
1000 Hz 98 102 105 106 104 102 100
2000 Hz 101 101 103 104 100 101 103
4000 Hz 92 96 98 97 94 95 97
8000 Hz 86 92 95 93 89 90 93
16000 Hz 82 85 90 88 85 85 85

Marine Auxiliary Applications, B32:40 Noise level measurement.

0315 B/AP Page 1 : 3
1.08

Rolls-Royce Marine AS, Dep.: Engines - Bergen

Noise level measurement

Engine type: B32:40V12

Engine nr:
Speed (RPM) 750
BMEP (bar) 24,9
Date: 27.02.2006
Instruments used: B&K 2250

Carried out by: SVG

Point number: 1 2 3 4 5 6 7 8
Linear level
dB-A 102,9 106,0 109,7 111,2 110,8 111,4 108,6 104,9
dB-C 106,7 108,6 111,4 112,7 112,4 112,7 111,9 107,6
Reading linear level RMS Leq (dB)
Centre freq.
12.5 Hz 74 68 72 67 65 69 74 71
16 Hz 67 63 64 63 62 61 63 64
20 Hz 77 74 77 74 67 69 75 74
25 Hz 85 91 92 90 80 86 90 89
31,5 Hz 79 93 93 87 92 92 92 94
40 Hz 86 97 98 95 92 89 91 91
50 Hz 86 94 89 85 89 84 90 90
63 Hz 98 97 93 96 99 90 103 93
80 Hz 101 95 98 92 97 100 105 90
100 Hz 91 91 92 92 92 89 94 95
125 Hz 93 94 90 93 96 90 92 94
160 Hz 93 97 95 96 97 97 97 98
200 Hz 93 96 98 98 99 96 100 95
250 Hz 89 93 97 97 97 94 96 93
315 Hz 91 93 97 100 96 97 93 92
400 Hz 94 97 100 104 100 101 98 95
500 Hz 93 96 101 102 100 101 99 96
630 Hz 96 98 102 102 104 106 104 99
800 Hz 95 97 102 104 104 103 100 96
1000 Hz 93 98 102 104 103 104 101 96
1250 Hz 93 97 101 103 101 102 99 95
1600 Hz 93 97 101 102 103 103 99 95
2000 Hz 87 91 95 95 95 96 93 89
2500 Hz 86 89 92 94 93 95 91 88
3150 Hz 87 91 93 94 93 94 92 89
4000 Hz 88 90 91 90 90 90 91 91
5000 Hz 87 88 89 88 87 87 88 87
6300 Hz 89 87 87 86 84 84 86 86
8000 Hz 90 89 87 85 83 83 86 91
10000 Hz 87 84 85 82 80 80 83 84
12500 Hz 85 81 83 79 77 77 81 81
16000 Hz 82 79 80 76 74 74 80 79
20000 Hz 76 75 76 72 70 70 76 76

Noise level were taken at the specified points, all located on the same
level as the cylinder heads, and at 1 meter distance from the engine.
Guaranteed noise level + 3 dB

Noise level measurement. Marine Auxiliary Applications, B32:40

Page 2 : 3 0315 B/AP
1.08

B32:40 L
Estimated unsilenced exhaust noise
spectrum from RR B32:40L @ 1,0 m from
edge of the exhaust opening.

Estimated Exhaust Noise from Engine

(1/1 octave band).

Hz Lp dB(A)
31,5 95
63 113
125 118
250 127
500 122
1000 122
2000 117
4000 109
8000 99
Total 130

B32:40 V
Estimated unsilenced exhaust noise
spectrum from RR B32:40V @ 1,0 m from
edge of the exhaust opening.

Estimated Exhaust Noise from Engine

(1/1 octave band).

Hz Lp dB(A)
31,5 98
63 116
125 121
250 130
500 125
1000 125
2000 120
4000 112
8000 102
Total 133

Marine Auxiliary Applications, B32:40 Noise level measurement.

0315 B/AP Page 3 : 3
Part 1.09

EMISSION COMPLIANCE
Introduction allowing for special Emission Control Areas
MARPOL Annex VI entered into force on 19 May (ECAs) to be established with more stringent
2005 and sets amongst others limits on controls on SOx and NOx emissions.
sulphur oxide (SOx, Regulation 14) and nitrogen Table 1 shows an overview of the current (Status
oxide (NOx, Regulation 13) emissions from ship 01.07.2013) established ECAs with the
exhausts. In addition, it also contains provisions regulated pollutants and effective dates.

Table 1: Established emission control areas (status 01.07.2013)

ECA Pollutant(s) In effect from

Baltic Sea SOx 19 May 2006

North Sea SOx 22 Nov 2007

North America SOx 1 Aug 2012

NOx
PM

US Caribbean Sea SOx 1 Jan 2014

NOx
PM

The emission of sulfur oxide is regulated by the stages for the global limits as well as inside the
sulfur content of the fuel, the relevant dates and emission control areas can be found in Figure 1.

50000 5

ZĞǀŝĞǁŽĨƚŚĞĚĂƚĞŽĨĞŶƚƌLJŝŶƚŽĨŽƌĐĞŝŶϮϬϭϴ͘/ŶĐĂƐĞŽĨŶŽŶͲĂǀĂŝůĂďŝůŝƚLJŽĨ
45000 4,5
ƐƵĨĨŝĐŝĞŶƚůŽǁƐƵůƉŚƵƌĨƵĞůƚŚĞŝŶƚƌŽĚƵĐƚŽƌLJĚĂƚĞǁŝůůďĞƉŽƐƚƉŽŶĞĚƚŽϮϬϮϱ͘

40000 4

35000 3,5
ontent in % (m/m)
Sulphur content in ppm

30000 3

25000 2,5
Sulphur co

20000 2

15000 1,5

10000 1

5000 0,5

0 0
2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Global ECA (alternatives like scrubbers are allowed) ECA = Emission Control Area

IMO fuel sulfur limits

Marine Auxiliary Applications, B32:40 Emission compliance

0516 BC/AP Page 1 : 11
Part 1.09

Annex VI also sets limits on emissions of The Tier III emission level will apply only for
nitrogen oxide (NOx) from diesel engines (status (diesel) engines installed on a ship constructed on
01.07.2013) greater than 130 kW. or after 1st January 2016 (date currently under
review) and operating inside designated NOx
The applicable IMO NOx limits (Tiers) depend emission control areas (NECA).
on the rated speed (rpm) of the engine as well as Sailing outside these NECAs, the vessels must
the date the vessel is keel laid (see Figure 2). comply with Tier II limits.

18
Tier I limit (g/kWh) = 45· n(-0.2)
17 Tier II limit (g/kWh) = 44·n(-0.23)
16
Tier III limit (g/kWh) = 9n(-0.2)

15 n = rated engine speed (rpm)

14 * Tier III implentation date currently under review
13

12

11
x in g/kWh

10

8
NOx

0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000
Speed in rpm

Tier I (01/01/2000) Tier II (01/01/2011) Tier III (01/01/2016*)

IMO NOx limits

The Bergen type B-engines are Tier II compliant (CO2) after vaporizing and decomposing in the
and meet Tier III limits by means of exhaust hot exhaust gas. The NOx reduction of the SCR
after-treatment using a selective catalytic system (not taking the exhaust gas temperature as
reduction (SCR) system. general go/no-go criteria for the urea injection
into account) is mainly depending on the urea
Selective catalytic reduction (SCR) injection rate and the available surface area of the
catalyst. In general (w/o active use of a NO
Introduction
analyser unit), the urea injection is based on a
The Selective catalytic reduction process utilizes mapping of the engine-out NOx emissions (NOx
the conversion reaction of nitrogen oxide (NOx) vs. load/speed) in which the injection rate is
and ammonia (NH3) to nitrogen (N2) and water subject to a optimization process between NOx
(H2O) on the surface of a catalytic active reduction, urea consumption and emission of
substance. Ammonia is provided by the injection secondary pollution like ammonia slip. Without
of a diesel exhaust fluid (DEF) as reducing any injection of urea, the NOx reduction capabili-
agent forming ammonia and carbon dioxide ty of the SCR system will be marginal (<<5%).

Emission compliance Marine Auxiliary Applications, B32:40

Page 2 : 11 0516 BC/AP
Part 1.09

DEF/urea Additionally, the following items (not being a part

DEF is usually an aqueous urea solution with of the general scope of supply by itself) are
40% urea and 60% deionised water. DEF is required for a fully operational system:
hereafter referred to as urea. 32,5% AdBlue
solution can also be used if the DEF injection • Urea main storage tank (1)
strategy is modified or adjusted. • Piping and wiring for system fluids (air, urea)
In general, marine SCR systems operate with a • Mixing/Injection pipe (9)
40% aqueous urea solution as the reducing agent.
Properties as well as quality requirements of the
40% urea-water solution are given in Table 4. Finally, the below–mentioned components and
system design features of the SCR system are
available optionally:
System overview
The SCR system (shown in Figure 3) consists of
• NO analyzer unit incl. analyzer probes (2,7)
the following main components:
• Soot blowing system (12)
• Integrated silencer
SCR housing with catalyst elements (8) • Internal bypass
Static mixer (11)
Urea injector / injection lance (10)
SCR control cabinet (3)
Dosing unit (5)
Urea pump unit (4)
Pressure & temperature sensors (6)

SCR system principal drawing

Marine Auxiliary Applications, B32:40 Emission compliance

0516 BC/AP Page 3 : 11
Part 1.09

Catalyst housing Urea injection and mixing

For each engine that is to be fitted with an SCR The injector unit is attached to the injection pipe
system, one separate catalyst housing is to be with a flange connection positioning the nozzle in
placed in the exhaust pipe line. the injection pipe centre line. The injector is a
The catalyst housing is a steel casing (steel grade dual media type using air for both cooling the
part dependent) whose actual configuration de- urea solution inside the injector and improving
pends on system design parameters such as NOx the atomization of the small urea solution droplets
reduction, pressure drop or total installation at the nozzle outlet. Moreover, flushing the nozzle
space. It can generally be installed in both vertical tip with air after stopping the urea injection
and horizontal orientation and is typically prevents the crystallization of urea and with it the
equipped with the following elements: clogging of the nozzle.
There is one static mixer mounted inside the
Supporting elements for catalyst modules exhaust gas piping, ensuring a good mixing of
ammonia with the exhaust in order to obtain opti-
• Access hatches. mum system performance. The mixer is mounted
• Dust blowing system. in the exhaust piping just prior to the injector unit,
• Inlet and outlet cone with flange connections. and the injected urea is thereby mixed with the
• Mounting feet. exhaust immediately after injection. The mixer
• Connections for thermocouples and and injector must be installed in a straight pipe, as
differential pressure transmitters. the injection pipe is positioned just after the
• Thermal insulation at the outside. injector. The injection pipe is
• Internal exhaust by-pass (optional design generally a straight stainless steel pipe (to prevent
feature upon request). corrosion from urea) that is required for
• In-line configuration with standard silencer complete mixing of the injected reducing agent.
for sound attenuation up to 35 dB(A) Dimensions of the mixer as well as injection pipe
(optional design feature upon request). length and diameter are based on project specific
information like exhaust- and urea flow and
back-pressure requirements.
Catalyst
The catalyst typically has a square cross-section
Urea distribution and control system
and is of the fully extruded type with a
The urea supply to the SCR system(s) is ensured
homogeneous dispersion of the active material
by one common pump unit, which is also
(mainly vanadium-pentoxide and titanium oxide).
responsible for maintaining the pressure in the
The actual material specification (e.g. vanadium
urea distribution system. The most important part
content and pitch) is mainly based on engine and
of the pump unit is the automatically operated
project specific information like the exhaust gas
main pump, and the distribution box which is
flow, temperature and NOx emission level, and
connected to the SCR control unit. The pump unit
the type of fuel used. Thus, an optimized solution
starts the urea supply for the SCR system(s)
with respect to NOx reduction, system
automatically, and delivers the urea to a pressure
backpressure and other application and project
control- and distribution unit, which adjusts the
criteria can be provided.
system pressure and distributes the urea to the
The catalyst elements are packed in canned
dosing unit(s).
modules by using expansion mats, ensuring the
The dosing unit includes a flow meter and the
position of the catalyst blocks in the canisters and
automatic main dosing valve which enables
preventing them from damage due to vibrations
accurate dosing of urea. In addition the dosing
and mechanical stress. The modules are typically
unit consists of other equipment needed for
placed in two or three layers inside the housing.
functions such as urea flow on/off and providing
air for injection and for rinsing the urea injector.
From the dosing unit the correct amount of urea

Emission compliance Marine Auxiliary Applications, B32:40

Page 4 : 11 0516 BC/AP
Part 1.09

and air is delivered to the two phase injector, an alarm, the cause for the alarm and
which is mounted on the exhaust pipe upstream of possible actions will be indicated on the HMI.
the injection pipe. Each engine that is equipped The function between urea consumption, engine
with an SCR reactor has a separate dosing unit, load and NOx is recorded as a curve in the PLC.
which is connected to the common SCR control Control of the urea injection rate is thereby car-
unit via a distribution box. ried out automatically, based on an engine load
signal to the control system, enabling accurate
The function of the SCR control unit is to regulate and delay free urea dosing.
and control the amount of urea that is delivered to
the injector, as well as controlling other functions As illustrated in the figure below two possible
such as start/stop of urea and air at the dosing unit control unit configurations can be chosen,
and controlling the urea pump unit. It consists of depending on application requirements.
the PLC (Programmable logic controller) and the The control unit can be configured as a common
HMI (Human-machine interface), thus, all control unit for control of up to 8 engines.
communication (like alarms, starting/stopping the Alternatively one control unit per engine is
urea injection process or viewing the actual and possible by integrating the control unit on the
historical process data) with the PLC can be done dosing unit panel.
via the HMI. The PLC allows for both
digital and analogue inputs and outputs. In case of

Principal layout of SCR control and urea distribution system. (1)

Drawing on left side is configuration with control unit mounted on dosing unit. (2)
Drawing on right side is for one common SCR control cabinet for up to 8 engines.

Marine Auxiliary Applications, B32:40 Emission compliance

0516 BC/AP Page 5 : 11
Part 1.09

Optional system components An alarm will be given if the deviation exceeds a

The following features/components can be given, pre-defined limit and with it indicating a
supplied with the SCR system on demand: system malfunction.
Internal by-pass:
In cases where the SCR system is applied to a Soot blowing system:
single propulsion engine, a by-pass mechanism is The soot blowing system consists of several
mandatory. Thereby, the exhaust gas is guided nozzles positioned below each catalyst layer as
past the outside of the catalyst material. As an well as pipes and valves to control the air flow.
optional feature, the by-pass can enable Compressed air (>7 bar) is required to operate the
undisturbed operation in the case of clogging or system. It is activated by an increase of the
blocking of the catalyst. differential pressure over catalyst elements above
a predefined set point. Applying a soot blowing
Integrated silencer: system is required in case of running on HFO,
The catalyst housing can be integrated with a and is optional when applying distillate fuel oils
silencing function for sound attenuation in-line (MDO and MGO) with sulphur content below
with a standard silencer. This results in a decrease 0.5% m/m.
in the space requirements as well as the total
system pressure drop. In addition, the standard Design parameters
silencer may in such cases be omitted. An overview of SCR system characteristic data
including consumables and the dimensions of the
NO analyzer: most important components is given in Table 2.
The NO analyzer system consists of an analyzer However, this information is for reference only,
cabinet, the analyzer probe and the sampling as for each individual project the system will be
system. It can be applied for both monitoring the designed based on project specific information
system performance (NOx concentration after the such as required NOx reduction efficiency, space
catalyst) and providing an additional control requirements and the like.
function for the DEF dosing by adjusting the
injection rate based on the deviation between the
actual, measured NOx value and the set point.

Table 2: SCR system design parameters (for reference only)

Engine Catalyst housing Mixing pipe Consumables

Weight,
Rated including
Width Depth Length Diameter Length Air Electricity
power catalyst
elements

kW mm mm mm kg DN mm l/h kW

1920 - 1030 1350 2400 1730 500 1800 18-19 4-5

2000

2560 - 1350 1350 2400 2250 700 2300 24-27 4-5

3000

3600 - 1680 1520 2500 2980 8000 2500 28-34 4-5

4000

4320 - 1680 1680 2700 3310 800 2800 40-45 4-5

4800

Emission compliance Marine Auxiliary Applications, B32:40

Page 6 : 11 0516 BC/AP
Part 1.09

Table 2: SCR system design parameters (for reference only)

Engine Catalyst housing Mixing pipe Consumables

Weight,
Rated including
Width Depth Length Diameter Length Air Electricity
power catalyst
elements

5400 - 2000 1850 2700 4180 900 3200 47-50 4-5

6000

7200 2170 2000 3000 4750 1000 3500 54 4-5

7680 - 2330 2000 3000 5200 1100 3800 65-67 4-5

8000

Operational considerations In general, the use of low sulfur fuels is preferable

as it allows for operation at a wider exhaust
Pressure drop
temperature range.
The system is in general designed for a maximum Operation of the SCR system at high
pressure drop of 15 mbar, including the catalyst temperatures however should also be avoided as
housing and the static mixers. However, soot, ammonia oxidation (>450 oC) and the
particulates and other compounds may be non-reversible, thermal deactivation of the
deposited on the catalyst surface, leading to some catalyst (>500 oC) have a negative influence on
increase in pressure drop. A differential pressure the NOx reduction efficiency.
transmitter which measures back-pressure across
the catalyst housing is therefore applied for
continuous monitoring of back-pressure.

Exhaust temperatures
The minimum exhaust gas temperature for a
reliable operation of in which the SCR system is a
function of the fuel sulfur content. Figure 4 shows
the lower temperature limit for SCR operation
needed to prevent formation of ammonium
bisulphates (ABS). ABS may lead to catalyst
fouling and it results from the reaction of residual
ammonia with sulphur trioxide on the surface of
the catalyst. Injecting urea when exhaust
temperatures are below sulfur dependent limit
results in a temporary reduction of the catalyst
activity, however, the process can be reversed by
increasing the exhaust gas temperature above the
limit for a certain period of time. To avoid ABS
formation, the exhaust temperature at the SCR
hosing inlet and outlet is continuously measured
and compared in the control system with the
minimum temperature limit. At exhaust
temperatures below limit, urea injection will be
stopped automatically until temperature is
sufficient for operation.

Marine Auxiliary Applications, B32:40 Emission compliance

0516 BC/AP Page 7 : 11
Part 1.09

Exhaust gas limit temperature

Catalyst poisons solution and the combustion process (fuel and

lubr. oil). The catalyst poisons are of special
The activity of the catalyst elements is a measure
importance as their absorption on the active sites
of the ability of the catalyst to trigger the
directly inhibits the activity of the catalyst.
catalytic reactions between NH3 and NOx.
The most critical toxic agents and their maximum
The activity will gradually decrease, depending
exposure concentrations are given in Table 3.
on operating hours, thermal loads (sintering) and
poisonous substances originating from the urea
Table 3: Catalyst poisons

Maximum exposure concentration

Toxic agent
(mg/m3 wet)

Alkali metals 5

Alkali earth metals 1

Hydrochloric acid, chlorides 100

Hydrofluoric acid, fluorides 1

P2O5 & organic phosphorus compounds 0,005

Organic silicon compounds, Si-halides 0,005

Arsenic, Arsenic compounds 0,005

Emission compliance Marine Auxiliary Applications, B32:40

Page 8 : 11 0516 BC/AP
Part 1.09

Table 4: Physical properties and specifications of the urea solution

Parameter Quantity Unit

Density 1105 – 1115 kg/m3

pH 9,8 - 10

Crystallization temperature 0 o
C

Specifications Min. Max.

Urea content 39 41 % by weight

Alkalinity as NH3 0,5 % by weight

Biuret 0,8 % by weight

Aldehydes 100 mg/kg

Insoluble matter 50 mg/kg

Total Phosphorus (as PO4) 1 mg/kg

Calcium 1 mg/kg

Sodium 1 mg/kg

Potassium 1 mg/kg

Iron 1 mg/kg

Magnesia 1 mg/kg

Urea
The strict urea quality requirements in Moreover, the injection rates will depend on other
combination with the weak corrosiveness of the parameters like the engine load and speed.
fluid require cleaning and handling of the parts The actual/measured NOx emission level in the
(pumps, pipes, containers etc) being in direct exhaust gas can be used as an input to the
contact with the substance in accordance with control unit when adjusting urea dosing.
SCR system instructions. Stainless steel (AISI
316) and polyethylene plastic are examples of
materials that are recommended in ISO 22241-3,
(guidelines regarding handling, transportation and
storage of DEF).
The temperature of the urea distribution and
storage system should be kept above 5 oC to
prevent crystallization of urea. Temperatures
above 45 oC and exposure to direct sunlight can
result in the decomposition and/or evaporation of
the reducing and thus, should also be avoided.
The urea solution consumption is mainly based
on the NOx concentration in the exhaust as well
as the desired NOx reduction.

Marine Auxiliary Applications, B32:40 Emission compliance

0516 BC/AP Page 9 : 11
Part 1.09

The amount of urea required to achieve a given

NOx reduction can be estimated by the following
simplified equation:

where: In addition, the parameters need to be monitored

Vurea = Urea consumption in l/h continuously to maintain and ensure the
SNOx,in = Specific NOx emission at inlet of performance of the SCR system:
SCR in g/kWh • Urea/air flow.
SNOx,out = Specific NOx emission at outlet of • Exhaust gas temperatures.
SCR in g/kWh • Pressure drop across the catalyst housing.
f = Ratio between injected urea and • NOx emission level (if available).
reduced NOx in g/g
(1,7 for a 40% solution)
Pmech = Engine power in kW Other
rurea/water = Density of the aqueous urea Compressed air
solution in kg/l (1,112 kg/l for a 40% Compressed air is used to improve the injection
solution) and subsequent droplet formation of the urea
solution as well as to purge the injection nozzles
Maintenance and clean the catalyst elements (soot blowing sys-
The core components of the SCR system are the tem). Therefore, an air compressor or instrument
catalyst elements or stones, which have to be air (with a project-specific pressure and flow) is
replaced when either damaged, worn out or the needed to operate the SCR system.
activity has decreased below a certain threshold Due to sensitivity of the system against contami-
value. Operating profile, fuel oil quality and nation, it is recommended to use air satisfying the
maintenance are the main parameters affecting quality standards specified in ISO 8573-1.
the catalyst activity and lifetime (typically 5 years
lifetime when operating on MDO or MGO with
sulfur content below 0.5%). In addition, compo-
nents like the urea distribution system and sensors
must be checked frequently, including
inspections, maintenance and replacement of
parts when necessary.
See the routine maintenance schedule (RMS) for
details regarding maintenance actions that have to
be carried out in order to assure a proper
operation of the system.

Emission compliance Marine Auxiliary Applications, B32:40

Page 10 : 11 0516 BC/AP
Part 1.09

Sound attenuation Additional damping will also be provided by the

Figure 5 gives an indication of the typical sound catalyst housing, giving the SCR system a total
attenuation that is achieved per meter of catalyst sound attenuation in the order of 5 - 10 dB(A).
element length. This input should be taken into account when
dimensioning the standard silencer.

Sound attenuation of the catalyst elements per meter length

Marine Auxiliary Applications, B32:40 Emission compliance

0516 BC/AP Page 11 : 11
2.02

STARTING AND CONTROL AIR SYSTEM

Introduction Air compressors and capacities
Compressed air is used for starting and control of Installed air compressor capacity should be suffi-
the B-diesel engine. cient to charge the starting air receivers from
The starting air is acting directly on the pistons in atmospheric - to max. pressure in 60 minutes.
cylinder bank B of a V-engine, or acting directly
on all pistons of a In-line engine, through separate Total required compressor capacity Q is:
valves in the cylinder heads.
In the control air system, dry and clean air is re- p2 60
quired for problem-free operation of oil mist de- Q = -----  J  ------  s , Nm3/h
p0 t
tector, I/P-converters and various solenoid valves.
where
Starting air
p2 = Maximum starting air pressure = 31 bar a
The starting-air release valve (74SA) is operated
p0 = Atmospheric pressure in bar a
by an electric solenoid, or by control air pressure.
J = Total starting air receiver capacity in m3
Remote start is performed by an electric signal to
t = Compressor operating time in minutes
the solenoid of the starting-air release valve.
s = Safety factor, normally 1,2
Local or emergency start is performed by control
Nm3/h = cubic meter normal (at 1 bar/0°C)
air pressure to the starting-air release valve.
The engine is protected against overpressure in
Due to redundancy requirement, minimum two air
the starting air system by a bursting disc in the re-
compressors are normally installed, each with a
lief valve (71SA) on the engine.
capacity of 50% of total required capacity.
Components fitted at the engine are shown on the
enclosed system drawing.
Be aware of requirement for compressor derating
Maximum starting air pressure is:........ 30 bar g due to ambient air temperature.
and minimum pressure is: .................... 20 bar g
for safe starting. The air compressors are normally electrically
driven and automatically started at a starting air
pressure of 20 bar g.
Starting air capacity
Starting air volume and compressor capacity are Required time t for recharging from 20 bar g to
to be sized according to the classification societies 30 bar g, with one of two compressors is:
requirements.
 p 2 – p 1   J  60  min 
t = ---------------------------------------------------------- , minutes
p0  Q  2

where

p1 = Initial pressure in starting air receiver, 20 bar

Q = Compressor capacity in Nm3/h

Option:
One diesel engine driven air compressor.

Marine Auxiliary Applications, B32:40 Starting and control air system

0515 B/AP Page 1 : 6
2.02

If no requirements are stated by the customer

Starting air receivers and capacities
regarding special operating conditions,
Ref. technical data sheets in part no. 1.04. Data Rolls-Royce Marine recommend the following
applies for engines in warm standby status, i.e. starting air receiver capacitites:
with a cooling water temperature of min. 50 °C.

The starting air receivers used by Bergen Engines No. of air No. of air
No of receivers and receivers and
have standard volumes of 500, 750 and 1000 li-
engines volume for B-in volume for BV-
tres, see drawing L 834/13. The starting air re- line engine engine
ceivers are delivered with valve head and
equipment as shown in system drawing. 1 * 2 off 500 litres * 2 off 500 litres

Required starting air receiver volume Vf may be 2 * 2 off 500 litres * 2 off 500 litres
calculated according to the following formula: 3 * 2 off 500 litres * 2 off 1000 litres
4 * 2 off 500 litres * 2 off 1000 litres
4 (generator) * 2 off 1000 litres * 2 off 1500 litres
 N – 1 V ns
V f = ---------------------------- , m3 Fig. 1 * DnV requirements.
P max – P min
where Water separation
Generally the starting air is to be dry and clean.
N = Required number of starts N>2 One oil/water separator after each starting air
Vns = Air consumption per start (Nm³) compressor is strongly recommended. Water
Pmax = Max. pressure in starting air receiver (bar) accumulated in the starting air receivers during
Pmin = Min. pressure for start (bar) compression has therefore to be drained at regular
intervals. In addition, depending on operating
conditions, water traps also are to be installed in
the piping system between the starting air
receiver(s) and the engine(s). The piping to slope
towards the traps.

L 834/13

Fig. 2 Starting air receivers.

Starting and control air system Marine Auxiliary Applications, B32:40

Page 2 : 6 0515 B/AP
2.02

Control air
Dry and clean air is required for problem-free op- If there is other control air consumers in the sys-
eration of oil mist detector, I/P-converters and so- tem, control air unit capacity must be checked ac-
lenoid valves in the control air system. cordingly.
From the start air receiver(s), 30 bar air is reduced
to 7 bar in the control air unit (95SA). Also called An air dryer for control air is recommended in
pressure reducing station; see figure 3. order to provide dry and clean air (96SA).
The control air unit is of a double type, located
between start air receiver(s) and the engine(s). It Control air requirements according to
is equipped with a filter and a rod for manual ISO 8573-1:
draining of condensed water. Particle size: max:............................ 1,0 micron
Dew point: ..................................... 3 °C (7 bar)
The capacity is: ........................1100 nl/minute, Particle density: ............................ 1,0 mg/Nm3
provided 30 bar inlet air pressure, adjusted outlet Oil content: max: .......................... 1,0 mg/Nm3
pressure 7 bar and system pressure 6 bar. Pressure:......................................... 7 ± 0,5 barg
Temperature:.......................................20-50 °C
The capacity is: ......................... 670 nl/minute,
if inlet pressure is 20 bar, under equal conditions. Pipe materials
Steel pipes according to the classification socie-
Particle size:…. .......................max. 1.0 micron ties requirements are used in the starting and con-
trol air system.
Normal control air consumption per B-diesel en-
gine including pneumatic operated valves and oil The piping system is to be designed for an operat-
mist detector, is approx.……………. 2,5 Nm3/h ing pressure of minimum 30 bar.

Fig. 3. Control air unit.

(Pressure reducing station)

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Starting and control air system Marine Auxiliary Applications, B32:40

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Part 2.03

CHARGE AIR & EXHAUST GAS SYSTEM Dimensioning of exhaust pipe and
exhaust gas silencer
Design of the system The size of the exhaust pipe and silencer is deter-
The following must be taken into consideration: mined from the following calculation formula:
• Total pressure loss in the piping system.
• Thermal expansion.
• Exhaust pipe fixation to prevent vibration. Exhaust gas flow (m3/s)
• Insulation with respect to max. allowed
--------------------------------- = Exhaust gas velocity (m/s)
surface temperature.
Flow area in pipe (m2)
• Required exhaust gas noise attenuation.
• Drain pockets to avoid water coming into the
engine. DN (pipe diam. 400 450 500 (550)
2)
We do supply compensator(s) for the engine Flow area (m 0.1257 0.1590 0.1963 0.2376
exhaust-gas outlet. The compensator shall be DN (pipe diam. 600 700 800
mounted directly onto the turbocharger. After the low area (m2) 0.2827 0.3849 0.5027
compensator a diffuser must be made to match the
diameter of the exhaust-gas pipe. The diffuser • Exhaust volume flow, see data sheet for the
should have a taper angle of max. 40o. specific engine.
• Flow area in pipe, see table above.
Exhaust from one engine should not be mixed
with the exhaust from other engines. When this is • Choose an exhaust pipe dimension that gives
not possible, silencers and sealed closing valves a velocity close to the limit of 45 m/s.
must be mounted in front of the mixing point.
This will prevent oscillation between engines • Notice should be paid to ensure that back
and feedback with carbon build-up in engines not pressure from the total exhaust pipe
running. arrangement does not exceed 300 mm WG.
Recommended maximum exhaust gas velocity is The silencer is chosen from table (see next pages),
45 m/s, and with this velocity the pressure loss based on inlet/outlet orientation, attenuation and
through our standard silencer is 120 mm WG. engine type. Note that pipe dimension and inlet/
(water gauge). outlet dimension for the silencer may be different.

Pressure losses with exhaust gas velocity of

Selective Catalytic Reduction (SCR)
45 m/s:
In order to fulfill the upcoming Tier III NOx
emission standards from IMO, a SRC system
Pressure loss Pressure loss for (72EX) is required for operation inside of
Pipe
in mm WG per a 90° bend
diameter:
meter pipe: corresp. to:
Emission Control Area (ECAs).
For more information please read chapter 1.09
ND 300 - 400 approx. 4.0 approx. 4.5 m pipe Emission compliance.
ND 450 - 500 approx. 3.3 approx. 6.0 m pipe
ND 600 - 700 approx. 2.5 approx. 10.0 m pipe
ND 800 approx. 2.0 approx. 12.0

Marine Auxiliary Applications, B32:40 Charge air & exhaust gas system
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Part 2.03

Silencer
The silencer can be installed in any position, but
preferably vertical.
The noise at the engine to silencer inlet may be
affected by exhaust lay out. Noise attenuation of
a standard silencer is 25 or 35 dB(A) for exhaust
flow velocity up to max. 45 m/s.
It is as standard delivered without mounting
brackets and insulation. Water drain is optional.
The silencer is designed to manage temperatures
up to 550 °C for a shorter period. The silencer
has to be installed in combination with compensa-
tor so no stress is transferred into the flanges.
Please be aware that 1m steel will expand 5 mm if
the temperature rises by 500 °C.
In the area from end plates and 300 mm in, it is
allowed to weld on doubling plates for mounting
brackets and/or lifting eyes.
In case of other positions please contact
service.bergen@rolls-royce.com.

Exhaust gas boiler

Each engine should have a separate exhaust gas
boiler, alternatively a separate section of a
common boiler.
Exhaust gas flow and temperature found in
“Technical data” are used for dimensioning
the boiler.
Regarding pressure drop through the exhaust gas
boiler, see separate instructions from supplier.

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[ BLANK ]
2.03.1

WATER WASHING SYSTEMS FOR TURBO- 1. Screw.

CHARGER 2. Valve handle.
3. Vessel.
Introduction. 4. Line for compressed air.
All engines are equipped with a cleaning system 5. Line for water.
for the compressor of the turbocharger.
In addition engines running on heavy fuel oil, they Water Washing of Turbine.
are also equipped with a cleaning system for the See drawing L 566/06.
turbine of the turbocharger, as the heavy fuel will An engine running on intermediate fuel (heavy fu-
cause deposits and soot. el) should have the turbocharger’s turbine water-
cleaned at intervals of 100 - 200 service hours.
Water Washing of Compressor. Reduce the engine load until the air receiver pres-
See drawing below. sure is 0,3 bar. The engine should run at normal
Observe that the engine must be running at full speed.
load during washing. Keep the engine at this load/speed for 5 minutes
When the correct amount of water is filled into the before the washing starts.
vessel (3), the cleaning is done by pressing the
valve lever (2) on the side of the tank towards its See “Service Manual” for cleaning procedure.
spring for about 10 sec. Air for water injection is
taken from the charge air system.

Employ clean water only when washing.

Use of diesel oil, thin lubr. oil or other solvents,
might cause an explosion.

See table “Routine Maintenance”, Part 6 for

cleaning intervals.

Draw. No. L 566/06

1. Gas inlet casing on turbocharger

2. Exhaust pipe
3. Water injection valve
4. Manometer
5. Water pressure regulator
6. Rapid coupling
7. Water hose
8. Drain cock
Distributor pipe

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2.03.1

Water washing systems for turbocharger Marine Auxiliary Applications, B32:40

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Part 2.04

COMBUSTION AIR SYSTEM We do supply compensator(s) for the engine com-

bustion air intake. The compensator must be
Usually there is a filter silencer on the turbocharg- mounted directly onto the turbocharger. A straight
er, and combustion air is drawn from the engine piece of duct must be inserted immediately before
room. the compensator, the passage cross-section of
According to DnV rules all components are to be which at 2-2 must be at least 20% greater than at
designed to operate under the following environ- 3-3 (see fig. below).
mental conditions: The straight piece of duct must have a minimum
• Ambient air temperature in the machinery length L of 2 x D2-2 (see fig. below).
space between 0°C and 55°C (for engine air
inlet max. 45°C).
• Relative humidity of air in machinery space
up to 96% (for engine air inlet max. 60%).

• Sea water temperature up to 32°C.

As a result of the above requirements all our en-

gines are now designed to operate with intake air
temperature down to 0°C, without any charge air
blow-off arrangement.
If expected intake air temperature is lower than
0°C, the engine must have a charge air blow-off
system, which shall come into action at 10°C.

Ducted combustion air intake

When it is required to draw combustion air from
outside of machinery space the turbocharger will Engine room ventilation
be equipped with an air suction branch. Regarding the air flow required for combustion as
well as the radiated heat from engine/generator,
In design of the system, the following must be see “Technical data”.
taken into consideration: The ventilaton duct from outside shall enter the
engine room as close as possible to the turbo-
Total pressure loss in the system must not exceed chargers, to avoid that the engines draw heated air.
100 mm WG (water gauge). However the ventilation duct systems can include
dampers to direct the air away from the turbo-
The ducting must be acid washed and completely chargers when operating in cold areas.
clean inside, preferably made of acid proof steel.
It must not be possible for any particles whatsoev- The ventilation fans shall be able to maintain an
er to enter the turbochargers compressor. At the overpressure of about 5 mm WG in the engine
end of the ducting (air intake) a fabric filter with a room in all running conditions.
mesh less than 1 mm must be fitted to prevent en-
try of foreign particles.

The ducting must contain a baffler designed for

required noise level at combustion air intake.

Drain pockets should be fitted to prevent water

from coming into the engine.

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Combustion air system Marine Auxiliary Applications, B32:40

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Part 2.06

DIESEL OIL SYSTEM Being a gear pump, the engine driven diesel oil
booster pump has poor suction capability.
Introduction For further info see “Notes” on the following
An engine driven diesel oil booster pump (30DO) system drawings.
supplies fuel to the injection pumps through a
duplex filter (53DO). See enclosed drawings for
Filtration
components fitted on the engine.
The engine has a duplex diesel oil filter with filter
cartridges of: .............................. 7 - 10 micron.
Pumps and Capacities In the suction pipe from the day tank it should be
The booster pump is of the gear wheel type. fitted a strainer of: ...................... 0,5 mm mesh.
The pressure control valve, which can be adjusted An optional flowmeter has to be protected by a
from 2 to 7 bar, is normally set to 7 bar. strainer of: ................................. 50-100 micron
The pressure at the fuel booster pump (30DO) depending on flowmeter make.
inlet to be 0 - 0.4 bar at 100% engine power.
Option Diesel Oil Heater
Electrically driven diesel oil booster pump, In order to prevent cold corrosion of fuel injection
installed in the engine room. nozzles and wax formation in the diesel oil, which
The capacity of the optional booster pump should may clog the filters, the diesel oil temperature
be approx. 4 x Consumption (m3/h) at full load. should be kept above 20 °C.
The working pressure of the optional booster pump For this purpose a standard diesel oil heater can
should be: ................................................. 7 bar. optionally be supplied for fitting in diesel oil
return pipe from the engine.
Feeder Pump Heat is transferred from low temp. cooling water
If the dynamic pressure will be less than 0 bar at or sea water that is circulated through the diesel
fuel booster pump inlet (30DO), an additional oil heater.
electric feeder pump (32DO) is required. see
requirement for day tank.
The capacity of the feeder pump should Note
be:........1,15 x consumption (m3/h) at full load. MDO heat emission in
• B32:40 series engines - 2,5 kW/ cylinder.
See “Technical Data”, part 1, for other pump
capacities. Fire safety
In multi-engine installations, means of isolating
Flowmeter fuel supply to individual engines must be
Option provided. This must not affect the operation of the
If a flowmeter is installed, an additional electrical other engines.
feeder pump is required. According to SOLAS requirements.

Pipe Materials / Velocities and Pressure

Losses
Steel pipes are to be used in the diesel oil system.
In order to prevent excessive pressure losses and
also to minimize possible pressure pulses in the
piping system, the diesel oil velocity should not
exceed:
• 0.5 m/s in a suction pipe.
• 0.5 m/s in a pressure pipe.

Marine Auxiliary Applications, B32:40 Diesel oil system

0915 B/AP Page 1 : 4
Part 2.06

Tanks Purification
Day tank Separating of the diesel oil is strongly recom-
A day tank capacity for 24 hours full load mended, also for gas oil, in order to remove
consumption is required for automatic operation water.
together with level switches with alarms for high The flow rate calculation is to be based on the
and low level. specific fuel oil consumption of the engine, and
The day tank shall be located so that the diesel oil the following basic formula may be employed:
can be gravity fed to the engine under all
conditions. also under max. constant heel or trim. N  b  24
Q = -------------------------  liter  h 
Normally this requires that the day tank is located dT
so that low level is minimum:..............5 meters
above the crankshaft centre.
Where:
N = maximum continuous rating in kW.
Leakage oil
The leakage diesel oil from injection pumps and b = specific fuel consumption specified in
injectors amounts to: kg/kWh by engine supplier, plus 18% for
...................... approx. 1 % of the consumption. non-ISO conditions, wear, fuel contamina-
tion etc.
The leakage oil may be centrifuged and trans-
ferred to the bunker tank. d = fuel oil density = 0,85 for MDO and 0,83
for Gas Oil.
Sludge tank
Leakage diesel oil from collector trays on engine T = continuous operating time (number of
is drained to a separate tank. The amount of hours per 24 hour day).
sludge from the engine(s) is insignificant, how-
ever, most of the sludge from an engine plant will Based on the calculated required flow rate (Q)
come from the separators for lubricating oil and and the actual diesel oil viscosity, the separator
fuel oil. It is normally practical to have one sludge model can then be selected from the capacity
tank for all sludge from separators and engine(s). tables for separators.
The sludge tank shall be equipped with level
switch and high level alarm. The recommended separation temperature for
diesel oil is about 40°C.

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Diesel oil system Marine Auxiliary Applications, B32:40

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Part 2.07

HEAVY FUEL OIL SYSTEM AND DIESEL OIL The feeder part of the module has 2 identical feed-
STAND-BY/FLUSHING SYSTEM er pumps, and one pump is running while the oth-
er one is kept in autostart stand-by.
Introduction The capacity of each feeder pump should be:
Engines for HFO operation have to be equipped • 1,5 x Consumption (m3/h) of all engines at
accordingly, see Part 1 engine performance. full load.
The HFO system is shown with 1 engine. In prin- The booster part of the module has 2 identical
ciple, however, the system drawing is applicable booster pumps, and one pump is running while the
also for 2 engines or more. other one is kept in autostart stand-by.
The diesel oil system shown is for stand-by and The capacity of each booster pump should be:
for flushing of the HFO system. Observe that • Approx. 3 x Consumption (m3/h) of all
heavy fuel oil engines are equipped with separate- engines at full load.
ly mounted diesel oil booster pump and filter. The large overcapacity of the booster pump is
necessary to ensure sufficient flow of recirculated
The HFO system shown is a pressurized system, fuel oil for cooling of the injection pumps.
designed for operating with a fuel oil viscosity up to
55 cSt/100°C (700 cSt/ 50°C), and all temperatures Flowmeter
indicated in tanks etc are applicable for this viscos-
ity. Option:
The HFO feeder-booster module as well as the
Heavy fuel oil is fed to the engines by a feeder- diesel oil system can be equipped with a flowme-
booster module, where the fuel oil is heated to ter.
correct injection viscosity, led through an auto-
matic discharge filter, and finally supplied to the Pipe Materials/Velocities and Pressure
engines through a duplex fine filter. Losses
Steel pipes are to be used in the heavy fuel oil sys-
All pipes and tanks for heated fuel oil are to be tem.
insulated and heat traced. In order to prevent excessive pressure losses and
also to minimize possible pressure pulses in the
Pumps and Capacities piping system, the heavy fuel oil velocity in pipes
Feeder pumps and booster pumps are electrically between the HFO feeder booster module and the
driven and located on the feeder-booster module. engine should not exceed approx.:
The feeder pumps are for pressurizing purpose of • 0.5 m/s in the pressure pipe, and
the total system, with the intention to prevent va- • 0.5 m/s in the suction pipe.
pourization of heated high viscosity fuel oil, and
thereby avoid vapour lock and loss of fuel vapour Filtration
to atmosphere. At inlet to the feeder pumps are installed strainers
The feeder pressure, which is adjusted by a pres- of: ...................................400 micron (absolute)
sure control valve over the feeder pumps, is nor- At inlet to the viscosimeter is installed an automat-
mally set to:..........................................3 - 4 bar ic discharge filter with manual by-pass
and filtration of: ...............................32 micron.
The booster pressure, which is adjusted by a pres- At outlet from the feeder-booster module is in-
sure control valve in the piping system, is normally stalled a duplex fine filter of::
set to: ....................................................5 - 7 bar .....................................7 - 10 micron (nominal)

If the HFO viscosity is 25 cSt/100°C (180 cSt/50°C) Temperature Control

or lower, the feeder pump may be omitted, and the In order to ensure correct injection viscosity of 12
booster pressure is set to 5 - 7 bar. - 16 cSt, the heaters are controlled by a viscosime-
ter.

Marine Auxiliary Applications, B32:40 Heavy fuel oil system and diesel oil stand-by/flushing system
0606 BC/AP Page 1 : 6
Part 2.07

Heavy Fuel Oil Heaters separated fuel in the settling tank (overflow from
The booster module has 2 identical steam or elec- day tank).
tric heaters. The settling tank should be well insulated.
Each heater has sufficient capacity for heating of Heating coils are required in the settling tank, in
the fuel oil to all engines at full load, and one order to keep an operating temperature of approx.
heater can therefore be overhauled while the other 80° C.
one is in service. Water and impurities should be drained at regular
intervals from the bottom of the settling tank.
Heat Tracing and Insulation Bunker tank(s)
All pipes and filters on the feeder-booster module Heating coils are required in the bunker tank(s) in
have steam or electric heat tracing, and are well order to keep a temperature of approx. 50°C, or
insulated in order to minimize heat losses. well above the required pumping temperature.
Heat tracing and insulation lagging are also re- Water and sludge should be drained at regular in-
quired for the piping system between the day tank tervals from the bottom of the bunker tank(s).
and the feeder-booster module, and between the
module and the engines. Waste oil tank
For capacity see “Leakage oil“ Diesel Oil System.
Fire safety Heating coils are required in the tank.
In multi-engine installations, means of isolating
fuel supply to individual engines must be provid- Sludge tank
ed. This must not affect the operation of the other The sludge tank shall be arranged as described
engines. According to SOLAS requirements. under Diesel Oil System.
In addition heating coils are required in the tank.
Day tank.
A day tank capacity for 24 hours full load con- Sludge treatment
sumption is required for automatic operation to- The sludge is normally to be transported to an ap-
gether with level switches with alarms for high proved depository for hazardous waste or to be
and low level. burnt in an incenerator.
Approx. 80% of the sludge is contaminated water.
The fuel oil in the day tank should be kept at ap- With the intention to reduce the disposal costs it
prox. 60°C, and usually the temperature is higher may therefore be profitable to install a sludge sep-
due to hot fuel oil discharged from the separator. arator.
Heating coils should nevertheless be installed in
the day tank for starting-up purposes. Purification
Continuous separating of the heavy fuel oil is a
The day tank should be lagged with insulation must in order to remove water and solid particles.
material and be equipped for drainage. The heavy fuel oil separator has to be of the self-
cleaning type with automatic sludge discharge.
Settling tank The flow rate calculation is to be based on the
Due to increased density of low grade fuel, the specific fuel oil onsumption of the engine(s), and
role of the settling tank has changed. It acts now the following basic formula may be employed:
as a buffer that provides homogeneous fuel at
constant temperature to the separator, rather than N × b × 24
Q = ------------------------- ( ( liter ) ⁄ h )
as a device for gravitation settling of water and d×T
sediment. where
Homogeneous fuel is obtained because hot recir- Q = separator booster pump capacity
culated fuel from the separator is mixed with un- N = maximum continuous rating in kW.

Heavy fuel oil system and diesel oil stand-by/flushing system Marine Auxiliary Applications, B32:40
Page 2 : 6 0606 BC/AP
Part 2.07

b = specific fuel consumption specified in kg/ The HFO system must have two (2) filters, i.e.:
kWh.by engine supplier plus 18 % for non-ISO
conditions, wear, fuel contamination etc. 1. One automatic discharge filter of max. 32
d = fuel density = (0,991 for 700 cSt/50°C micron filtration, with manual by-pass.
heavy fuel oil.) 2. One duplex filter of disposable paper car-
T = continuous operating time (number of hours tridge type, with max. 10 micron filter fine-
per 24 hour day.) ness.
Based on the calculated flow rate (Q) and the ac-
tual heavy fuel oil viscosity, the separator model
and heater can then be selected from separator ca-
pacity tables.
The recommended separation temperature for
heavy fuel oil is 98°C.

Heavy Fuel Oil Module

The HFO feeder-booster module is a complete
fuel treatment plant with steam or electric heat-
ers.
The heater capacity is calculated from the follow-
ing formula:
E = v x dt x p x cp x (1+n) x 1/860 (kW)

where
E = power in kW
v = flow in l/h
dt = increase of oil temperature °C
p = density in kg/dm3
cp = specific heat for oil in kcal/kg °C
n = safety margin

The capacity for the module depends on specifi-

cations, supplier and engine plant.

Change-over HFO/Diesel Oil

With the engine in warm standby, i.e. with the
jacket water heated to 50°C, and with the fuel oil
heated to correct injection viscosity and circulat-
ing to the engine, it can be started on heavy fuel
oil.
Prior to a long period of standstill, as for instance
a major overhaul, the engine should be flushed
with (run on) diesel oil for 30 minutes in order to
clean pipes, pumps and valves.
The HFO/MDO change-over module can be oper-
ated manually, and it is also equipped for elec-
tropneumatic remote control.
If the shipyard supplies HFO module, the system
must comply with Rolls-Royce requirements,
which are as follows:

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0606 BC/AP Page 3 : 6
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Part 2.07

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Part 2.07.1

FUEL INJECTION PUMP CONTROL SLEEVE/

RACK CLEANING SYSTEM

Introduction
Engines running on heavy fuel oil, are equipped
with a cleaning system for the fuel injection
pumps. The control sleeves/racks are washed with
light marine diesel oil at regular intervals to pre-
vent sticking, in order to ensure good governor
control of the engines.
Each engine has a separate cleaning system.
The standard cleaning system is shown on draw-
ing L 756/20. The pump (8), solenoid valve (7)
etc., are modulized (13).
See also drawing L 736/69.

The module is to be installed close to the engine.

The tank (3), which may be common for all en-
gines of a multi engine plant, is as standard not in-
24 VDC
cluded in the Bergen Engines supply. SUPPLY

The tank (3) for a single engine plant, is as stand-

ard supplied as part of the cleaning module (13).
See drawing L 740/33.

Functional Description and Data.

Diesel oil is supplied from a tank by gravity feed L 756/20
to an air driven pump, which operates at regular 1. Air filter (See starting and control air sys-
intervals controlled by the PLC, and pumps the tem.)
diesel oil via a non-return valve to an orifice on 2. Shutoff valve. (Not included in the Bergen
each fuel injection pump. Engine supply)
3. Tank, D.O., approx. 35 l per engine. (Not
Control air pressure of 7 bar is supplied via an air included in the Bergen Engine supply.)
pressure regulator to the pump, and working pres- 4. Orifice.
sure is set to:..........................................3,0 bar. 5. Fuel inj. pump.
6. Air pressure regulator incl. pres. gauge.
The capacity of the diesel oil tank is per engine 7. Solenoid valve.
approx. (as part of module):................ 35 liters. 8. Double diaphragm pump.
9.
10. Pressure gauge.
11. Plate filter.
12. Non-return valve, 1,0 bar.
13. Cleaning module.
14. Hose (flexibly mounted engine only).
15. Pressure gauge.
16. Engine.
17. Control air supply, 6 - 10 bar.
18. PLC cabinet.

Marine Auxiliary Applications, B32:40 Fuel injection pump control sleeve/rack cleaning system
0306 BC/AP Page 1 : 2
Part 2.07.1

Terminals in switchboard, cabinet, PLC etc

Standard module for fuel injection pump

cleaning system L 736/69

Optional module w. tank for fuel injection

pump cleaning system L 740/33

Fuel injection pump control sleeve/rack cleaning system Marine Auxiliary Applications, B32:40
Page 2 : 2 0306 BC/AP
Part 2.08

NOZZLE TEMPERATURE CONTROL SYS-

TEM

Introduction
All engines are equipped with a nozzle tempera-
ture control system.

The objective is to maintain a nozzle tip tempera-

ture low enough to avoid “trumpet formation” that
interferes with the combustion, and high enough
to avoid cold corrosion at low load.

For nozzle cooling engine lubr. oil is used from

the engine main system. All components of the
nozzle temp. control system are fitted on the en-
gine.
During normal operation, engine lubr. oil with the
correct temperature circulates through the injec-
tion nozzles and flows back to the system again
through the cylinder heads. Heat is transferred to
the nozzle oil from the jacket water by means of a
built-on heat exchanger.

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Nozzle temperature control system Marine Auxiliary Applications, B32:40

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Part 2.08

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Part 2.08

Nozzle temperature control system Marine Auxiliary Applications, B32:40

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2.09

COOLING WATER SYSTEMS B32:40V-engines are normally supplied with a

27 kW heater module. The heater is normally
Introduction operating on 380-415V/50Hz, 440-480V/60Hz or
The cooling water system is divided into 2 main 690V/60Hz, depending on the plant voltage.
systems, LT and HT. Optional a heat exchanger solution can be
delivered instead of the heater module.
LT: Low temperature cooling water system,
freshwater, is cooling the low temp. stage of the
Pipe materials/Velocities and
charge air cooler, 52LT, the lubr. oil cooler 50LO, pressure losses
the generator cooler, and the HT - system, etc. Steel pipes are normally used for the fresh water
Auxiliary engines and other general equipment systems and aluminum-brass for the sea water
may also be cooled by the LT – system, but systems.
preferably supplied by separate electrical pumps. Types and materials of standard coolers are, based
As an option box-coolers can be used as a on fresh water, as follows:
central cooler. Jacket water cooler, plate type:
The LT - system is cooled by sea water. ..................................... Plates of stainless steel.
Lubr. oil cooler, plate type:
HT: High temperature cooling water system, ..................................... Plates of stainless steel.
freshwater, is cooling the high temp. stage of the Charge air cooler, tubular type:
charge air cooler 52HT, and the cylinder block. .................................................. Tubes of CuNi.
HT cooling water is also known as jacket cooling Gear oil cooler:
water. The HT cooling water, directed for cooling ........... Type and material acc. to supplier spec.
in the central cooler, may be utilized in a heat Central cooler, plate type:
recovery system. .......................... Plates of titanium. (sea water).

Pumps and capacities In order to prevent excessive pressure losses and

Engine driven or electrically driven centrifugal erosion in the piping systems the water velocities
pumps are to be used depending on the system should not exceed the following:
layout. Normal pressure rise over engine driven Fresh water systems w. steel pipes:
pumps is 3.0-3.5 bar, depending on what the .................................... 4.0 m/s (Closed system)
required water flow is and the corresponding Sea water systems w. aluminum/brass pipes:
pump curve. ............................... 3.0 m/s (in a pressure pipe)
In order to avoid salt incrustation in the sea water ................................. 2.0 m/s (in a suction pipe)
piping system, the sea water temperature after last
cooler should not exceed:.........................48°C. Very low water velocity may cause deposits in the
See “Technical Data” part 1 for pump capacities, piping system.
temperatures and required heat dissipation. The velocity in fresh water as well as in sea water
systems should not be lower than: ........ 1.0 m/s
Note
Normal heat dissipation from generator to cooling Normal pressure losses are: in the high temp stage
water: 2-4 % of rated generator power. of charge air cooler ..............................0.40 bar
(including the orifice 74HT).
Jacket water heating in the engine‘s water jacket.................. 0.20 bar
A jacket water heater module(90HT), with
electrically driven circulating pump and electric
heater, can be supplied for the purpose of keeping
the engine warm in standby duty.
Heater modules supplied for B32:40L-engines
usually have a rating of 18kW.

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2.09

Very low pressure may cause pitting in the The Bergen Engine standard is a valve of the wax
engine‘s water jacket. Jacket water pressure element type.
should not be lower than: ..................... 1.5 bar. The wax element type valve has a temperature
in low temp. stage of charge air cooler.. 0.4 bar range of: ............................................ 29 - 41°C
(including the orifice 74SW. alt.74LT) For good temperature control, the pressure
in lubr. oil cooler ........................... 0.4 - 0.6 bar loss in the valve should be: ......... 0.14 - 0.5 bar
in jacket water cooler..................... 0.3 - 0.4 bar
For pressure losses in the different coolers, the As an option for the low temperature cooling
suppliers have to be consulted. water system, we can supply an electric/pneum
atic valve with a control unit and a temperature
Expansion tank and system venting sensor placed after the valve with a distance of
For satisfactory operation of the cooling water 1 - 2 meters.
system and to prevent cavitation of the water The control unit has a programmable set-point,
pump, the jacket water system and the closed part and works to keep the temperature stable at
of the integrated cooling system must be max. 37°C.
equipped with an adequate deaeration. For this
purpose a vent pipe from the highest point of the Thermostatic valves, high temperature
system to an expansion tank, is required. system
The pipe should be connected to the bottom of the In the high temperature cooling water system, a
tank as far as possible from the expansion tank thermostatic valve (65HT) is used. This is a
header pipe. diverting application where the valve directs the
The vent pipe connection to the system should be water either to cooling or returnal to the suction
equipped with some sort of device able to collect side of the built on HT cooling water pump.
the air, for example a sadle fitting (72HT, 72LT).
The header pipe should be connected as close as The Bergen Engine standard is a valve of the wax
possible to the suction side of the water pump. element type.
The expansion tank should also be arranged to
make it possible to insert water treatment agents The wax element valve type has a temperature
into the cooling water. range of: ............................................ 82 - 91°C

Observe that the expansion tank should be located As an option, we have an electric/pneumatic
with its bottom min. 3 meters and max. 10 meters valve with a temperature sensor on the engine and
above top of engine. On request the expansion a control unit. This valve is regulated by a control
tank can be located as much as 20 meters above unit that reads temperature from the sensor on the
top of engine. engine, has a programmable set-point, and works
to keep the temperature stable at 90°C.
Thermostatic valves, low temperature
system Charge air cooler
Recirculation of the low temperature fresh water The engines have two-stage charge air coolers, i.
or the sea water with a thermostatic control, is e. one high temp. stage cooled by high temp. fresh
important in order to obtain a good combustion water, and one low temp. stage cooled with low
and also to prevent water condensation in charge temp. fresh water.
air coolers at low engine load.
The thermostatic valve 65LT ensures a correct The charge air temperature is determined by the
inlet temperature of approx. 37°C to the charge charge air pressure. A sensor on the engine
air cooler. (21CA) gives a signal to the PLC. In the PLC
there is a preset curve that ensures a temperature
of max. 37°C at low load and increases up to
55°C on maximal load due to a linear curve.

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A signal from the PLC is then sent to a control For larger heat recovery units (like fresh water
unit that controls a 3-way valve (73LT, 73SW) for generators), we can supply an electric/pneumatic
this purpose. valve with a temperature sensor on the pipeline
and a control unit, in the high temperature cooling
Nozzle oil cooler water system, to utilize most of the energy
A nozzle oil cooler is mounted on engine. generated in the HT-cooling system.
See also chap. 2.08 - Nozzle Temp. control The valve is located on the return line to the
system. cooler/HT-system.

Please consult service.bergen@rolls-royce.com

Heat recovery unit
for installation of this unit.
All heat that normally is dissipated from the
jacket water system can be recovered in a heat
recovery unit, for instance a fresh water generator
installed in the engine room.
For different engine loads condition, see technical
data (chapter 1.04). See technical data also for
available heat and jacket water flow.
A separate circulating pump for controlling the
water flow to the heat recovery unit is required. Heat dissipation in HT-circuit

120
Heat dissipation (% of max.)

100

80

60

40

20

0
0 50 80 100
Engine load (% mcr)

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2.09

COOLING WATER QUALITY General

AND TREATMENT Table 2 is given as a guide, and Rolls-Royce
cannot accept responsibility for problems that
Introduction may be caused by the inhibitors. If using brands
Fresh water is used as cooling water mediums in equivalent to those listed here, the relevant
both LT - and HT cooling systems. manufacturer should be consulted about affinity
between the products.
Cooling water quality
The water quality must satisfy the requirements in
table 1. When supplement substances are used, CAUTION
the service instructions have to be followed If starting the treatment of cooling water, or after
strictly with respect to the water quality, overhauls that might have contaminated the
supplement volume treatment and storage. cooling water system, empty and flush the cooling
system thoroughly before commencing treatment
to remove as much old rust as possible.
Cooling water treatment
If the system is exceptionally rusty it is advisable to
To prevent corrosion, sediments and surface repeat this procedure after the first week or two of
growth in the cooling system, the cooling water treatment.
quality is very important. It is important to use
inhibitors in the jacket water system both for
Cooling water quality for the
fresh (hard) water and for distilled water.
sea water system
The water quality must satisfy the
In order to prevent excessive fouling in the heat
requirements in table 1.
exchangers, algae growth inhibitors should be
introduced through the sea chest.
De-icer fluid
De-icer fluid should satisfy British Standard
BS 3151.
30% ethyl glycol in the cooling water reduces the
cooling effect with approx. 10%.
If de-icer fluid is to be added to cooling water
which contains other supplement substances then
instructions require to be followed exactly in
order to avoid unfortunate consequences.
See table 2.

Plate heat exchangers

To prevent corrosion in the heat exchangers, the
water quality is important.
For freshwater the engine manufacturer normally
use heaters with plates made of stainless steel
type AISI 304.
If there is any doubt about the water quality we
recommend stainless steel type AISI 316, and
even higher qualities. In extreme cases titanium
can be used.

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2.09

Table 1. Cooling water quality

Fresh Water

Supply Water Sea

No. Item Unit
(Before Water
A B,C
adding
inhibitors)
1. pH at 20°C 6 to 8,5 - - -
2. Chemical oxygen demand (COD) ppm(1) - - - *(2)
3. M alkalinity as CaCO3 ppm < 140 < 300 < 250 -
4. Total hardness as CaCO3 ppm < 180 20 -100 < 120 -
5. Chloride ion (CI-) ppm < 50 < 50 < 50 > 10000
6. Sulfate ion (SO42-) ppm < 50 - - -
7. Ammonium ion (NH4 +) ppm < 10 < 10 < 10 < 0.05
2-)
8. Sulfide ion (S ppm - - - < 0.05
9. Hydrogen sulfide (H2S) ppm < 10 < 10 < 10 -
10. Iron (Fe) ppm < 0.3 <1 <1 -
11. Silica (SiO2) ppm < 30 < 60 < 60 -
12. Total residue on evaporation
(Total solid.) ppm < 400 < 800 < 800 -
13. Total residue on ignition ppm * * * -
14. Dissolved oxygen ppm * * * -

Notes
A: Jacket cooling water and closed circulating water system for radiators.
It is very important to use inhibitors in the cooling system. See “Cooling water treatment”.
B: Open recirculating cooling water in the cooling tower or the pond. (Raw water system.)
C: Straight through cooling water. (Raw water system.)
(1) ppm = mg/liter.
(2) Asterisk (*) in place of a value indicates an analysis item that must be considered in
relation to all other items in water analysis.

Antifreeze and cooling water treatment

Table 2. Antifreeze and cooling water treatment: Product Selection Guide
PRODUCT MANUFACTURER
Engine Water Treatment 9-111AL Wilhelmsen ship service
Nalfleet 2000 Wilhelmsen ship service
Cooltreat AL Wilhelmsen ship service
Havoline – Antifreeze XLC Texaco
Havoline – Inhibitor XLI Texaco
Glacelf Supra – Antifreeze Total / Elf
Coolelf Supra – Coolant Total / Elf
Total WT Supra - Inhibitor Total / Elf

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2.09

Low temp. cooling water system drawing,

options list

Rigidly mounted (Bergen standard solution): Electrical LT-pump:

There is no flexible elements between the engine This solution contains a electrical LT-pump in-
foundation and the ship foundation. Only the inlet stead of the built on mechanical LT-cooling water
and outlet from the built on LT cooling water pump. The regular solution is one pump for each
pump has flexible elements (if applicable). engine and one in stand-by that can be used for ei-
ther of the systems.
Resiliently mounted:
The engine is mounted on flexible elements to re- Engine unit no.2:
duce structural vibrations onboard the vessel, be- Used if more than one engine is connected to the
tween the engine foundation and the ship freshwater/central cooler e.q. a 4-engine applica-
foundation. All pipe connections have flexible el- tion it is common to split the cooling water sys-
ements on the engine. tem into two systems, where inner/outer or
engines on same gear are on the same cooling wa-
Wax element thermostatic valve (Bergen ter system.
standard solution):
This valve is our preferred solution with wax ele- Generator set:
ment valve type which has a temperature range Only for auxiliary engines.
from fully closed to fully open. It regulates with
sufficient response time and gives a stable regula- Generator cooler:
tion.
For water-cooled generators.

El. Pneumatic operated thermostatic valve:

This valve can be fitted along with a loose sup-
plied temperature sensor and controller to regu-
late the cooling and secure a fixed inlet
temperature to the engine of max. 37C. This
valve has a low pressure drop. This solution is
recommended when one common thermostatic
valve is used on a multi engine application. The
valve is then normally fitted with manual over-
ride. The valve regulates more rapidly and gives a
stable regulation and it also keeps the temperature
stable.

Stand-by pump operation:

This is an electrical stand-by pump for the built
on mechanical low temp cooling water pump on
the engine. It can be started automatically if the
cooling water pressure is too low. This solution is
required for single engine applications.

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2.09

High temp. cooling water system drawing,

options list
Rigidly mounted (Bergen standard solution): Heat Recovery thermostatic valve:
There is no flexible elements between the engine For larger heat recovery units like fresh water
foundation and the ship foundation. Only the inlet generators, we can supply an electric/pneumatic
and outlet from the built on HT cooling water valve with a temperature sensor on the pipeline
pump has flexible elements (if applicable). and a control unit in the high temperature cooling
water system, or in the jacket water system. To
utilize all the energy generated in the HT-cooling
Resiliently mounted: system. The valve is located on the return line to
The engine is mounted on flexible elements to the cooler.
reduce structural vibrations onboard the vessel,
between the engine foundation and the ship
foundation. All pipe connections have flexible
elements on the engine.

Wax element thermostatic valve

(Bergen standard solution):
This valve is our prefered solution with wax
element valve type which has a temperature range
from fully closed to fully open. It regulates with
sufficient response time and gives a stable regula-
tion.

El. Pneumatic operated thermostatic valve:

This valve can be supplied along with a control
unit and a temperature sensor to regulate the cool-
ing water temperature. The valve is then normally
fitted with manual override. The valve regulates
more rapidly and gives a stable temperature.

Stand-by pump operation:

This is an electrical stand by pump for the built on
mechanical high temp cooling water pump on the
engine. It can be started automatically if the cool-
ing water pressure is too low. This solution is re-
quired for single engine applications.

Engine unit no.2:

Used if more than one engine is connected to the
freshwater/central cooler e.q. a 4-engine applica-
tion it is common to split the cooling water sys-
tem into two systems, where inner/outer or
engines on same gear are on the same cooling wa-
ter system.

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2.10

LUBRICATING OIL SYSTEM Pipe Materials/Velocities and Pressure

Losses
Introduction Steel pipes are normally used in the lubricating oil
The engine type B32:40 has one main lubr. oil system. In order to prevent excessive pressure
system, with separate branches to the turbo losses in the piping system, we recommend that
charger(s), the Nozzle Oil System, and reduced oil the lube oil velocity should not exceed:
pressure trough a pressure reduction valve to the • 1.0 m/s in a suction pipe.
valve gear (rocker arms). • 1.5-2.0 m/s in a pressure pipe.
Components attached to the engine are shown on
the enclosed system drawing. Crankcase Venting
The vent pipe system (diam. and length) to be
Pumps and Capacities designed according to the following, applicable
The B32:40 -engine has an engine driven gear for engine types B32:40 V and B32:40 L - for fuel
type main lubr. oil pump with a built-in pressure oil operation:
control/relief valve.
This is set to 3,8-4,0 bar pressure. Max. allowable back pressure:....... 15 mm WG
For the rocker arms the lubr. oil pressure is Gas flow (design flow): ...........................0.5 %
reduced to approx. 0.5 bar. of combustion air consumption.
When the electrically driven lubr. oil pump (See “Technical Data” in part 1.04).
(31LO) serves as a priming pump only, the pump
has the following standard capacities for The vent pipe should have a continuous upward
propulsion engines: gradient of minimum 15 degrees. Steel pipes are
to be used in the vent system.
Priming pump capacities:
B32:40L6: ................................. 11,8 m3/h with The back pressure may be calculated according to
electric motor of rating 6,6 kW 440 V / 60 Hz. the following formula:
L  S  Q 2-
B32:40L8: ................................. 15,3 m3/h with dp = 1 70  10 – 3  -------------------------  mmWG
electric motor of rating 9,0 kW 440 V / 60 Hz. D5
where
B32:40L9: ................................. 15,3 m3/h with L = Total pipe length, straight pipe (m)
electric motor of rating 9,0 kW 440 V / 60 Hz. Q = Gas flow (m3/s)
D = Inside diam. of pipe (m)
B32:40V12:............................... 24,4 m3/h with S = Density of gas = 1.0 (kg/m3)
electric motor of rating 17,3 kW 440 V / 60 Hz.
If possible, elbows in the piping system are to
Pump capacity for auxiliary engines B32:40A: be avoided. If required, equivalent length of
L6-L8-L9: ......................................... 11,8 m3/h straight pipe for various elbows are to be found
with electric motor of rating 6,6 kW 440 V / 60 Hz. in literature.

See “Technical Data" in part 1.04 for other

pump capacities.

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2.10

Filtration the filter columns are designed for full flow.

The main lubricating oil filter for all Bergen The remaining operational parameters to be found
engines is designed for full flow and is of the in enclosed Table:
duplex type. Filter elements can be replaced
during running of the engine, due to that each of

Fluid type Lubricating oil - SAE 40

Lubricating oil minimum temperature ºC 15
Lubricating oil working temperature ºC 60
Lubricating Oil max. design temperature ºC 100
Filtration rating filter cartridge micron 15 nominal
Working pressure bar 5
Design pressure bar 10
Minimum test pressure filter housing bar 15

In addition to the above main filter, the For heavy fuel oil operation the lubr. oil volume
engines are equipped with a partial flow has to be increased to 1.36 litre/kW.
centrifugal filter, with capacity of maximum 10 % An alternative to a dry sump arrangement is a wet
of total lubr. oil flow. sump with supplement tank for HFO operation.
See drawing B953/54.
Thermostatic Valve
Bergen Engine standard is a thermostatic valve of Centrifugal separation
the wax element type, with a fixed temperature In addition to the lubr. oil filters we recommend
range of 54 - 63°C for mixing application. lubr. oil centrifugal separation for engines operat-
For good temperature control, the pressure loss in ing on diesel oil. For engines operating on heavy
the valve should be 0,14 - 0,5 bar fuel oil, lubr. oil separators are required.

Lubr. Oil Cooler

A plate heat exchanger with stainless steel/titani- For multi-engine plants operating on heavy fuel oil,
um plates is the standard lubr. oil cooler for fresh/ one separator for each engine and “continuous
sea water respectively. separation” is recommended in order to prevent
Press. loss in such a cooler (FW / SW-side) is spreading of contamination from one engine to
normally 0,3 - 0,5 bar and should be limited to another. We can accept “intermittent separation”,
0,8 bar. where one separator is used for 2 engines or more,
as long as its capacity is increased accordingly.
Max. pressure loss on lubr.oil side is 0.8 bar
The lubr. oil cooler is designed for removing heat
output from the engine.
For other lubr.oil cooler parameters, please see
Part 1 “ Technical data”.

Lubr. Oil Tanks

The engine has as standard a wet sump
arrangement. The wet sump oil volume at max.
level is approx. 0.5 - 0.64 litre/kW for propulsion
engines.
Engines designed for dry sump are available
on request.

Lubricating oil system Marine Auxiliary Applications, B32:40

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2.10

Sizing of the lubr. oil separator

The amount of sludge to be removed from the
lube oil is dependant on the engine output and the
fuel used.

Minimum separator booster pump capacity

Q = k  P (l/h)
where
P = Maximum Continuous Rating in kW
k = Size factor according to fuel

Size factor "k":

Partial Total
Fuel Solid bowl
discharge discharge
type separator
separator separator
HFO 0,23 0,24 1)
MDO 0,17 0,20 0,20
MSD 0,17 0,20 0,20

Solid bowl separators, which are cleaned man-

ually, can be used only when the fuel is gas oil or
Marine Diesel Oil (MDO).

If “intermittent separation” is used, the booster

pump capacity should be doubled for 2 engines,
tripled for 3 engines etc..

The recommended separation temperature is

about 95°C and must be kept constant (±2°C).

Lubricating Oil Quality/Changing of

Lubricating Oil
The lubricating oil should be in accordance with
Bergen Engines Lubricant Guide, which
recommends viscosity SAE 40 with alkali content
(TBN) dependant on the fuel oil used.
See part 2.10.1 for lubricant guide.

Emergency gen-sets
For emergency gen-sets with 25 degrees inclina-
tion the engine sump must be split into two.
As a standard there will also be delivered a
priming pump for each part of the sump.

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[ BLANK ]
Part 2.10.1

LUBRICANT GUIDE FOR DIESEL ENGINES

Fuel category to Base Number (BN)

Gas-oil / Marine diesel 0 - 0.5% Sulphur ~ BN 7-12
Marine diesel / Intermediate fuel 0.5 - 1.0% Sulphur ~ BN 10-16
Intermediate Fuel 1.0 - 2.0% Sulphur ~ BN 15-20
Intermediate Fuel 2.0 - 3.0% Sulphur ~ BN 30
Intermediate Fuel 3.0 - - % Sulphur ~ BN 40

Oil company Oil product BN VISC.

AGIP CLADIUM 120 SAE 40 12 SAE 40
CLADIUM 300 SAE 40 30 SAE 40
BP ENERGOL DS 3-154 15 SAE 40
ENERGOL HPDX 40 12 SAE 40
ENERGOL IMPROVED IC-HFX204 20 SAE 40
ENERGOL IMPROVED IC-HFX304 30 SAE 40
ENERGOL IMPROVED IC-HFX404 40 SAE 40
CASTROL CASTROL HLX 40 12 SAE 40
CASTROL MLC 12 SAE 40
CASTROL MHP 154 15 SAE 40
CASTROL TLX PLUS 204 20 SAE 40
CASTROL TLX PLUS 304 30 SAE 40
CASTROL TLX PLUS 404 40 SAE 40
CENTURY CENTLUBE SUPERB 10,6 SAE 40
CENTIMAR DX304 30 SAE 40
CEPSA TRONCOIL 3040 PLUS 30 SAE 40
TRONCOIL 4040 PLUS 40 SAE 40
CHEVRON URSA MARINE 40 9 SAE 40
(TEXACO, CALTEX) DELO SHP 40 12 SAE 40
DELO 1000 MARINE 40 12 SAE 40
TARO 16 XD 40 16 SAE 40
TARO 20 DP 40 20 SAE 40
TARO 20 DP 40X 20 SAE 40
TARO 30 DP 40 30 SAE 40
TARO 30 DP 40X 30 SAE 40
TARO 40 XL 40 40 SAE 40
TARO 40 XL 40X 40 SAE 40
TOTAL LUBMARINE AURELIA TI 4020 20 SAE 40
AURELIA TI 4030 30 SAE 40
AURELIA TI 4040 40 SAE 40
CAPRANO MT 40 11 SAE 40
CAPRANO M 40 14 SAE 40
DISOLA MT40 11 SAE 40
DISOLA M4012 12 SAE 40
DISOLA M4015 15 SAE 40
DISOLA M4020 20 SAE 40
ENGEN GENMARINE EO 4015 15 SAE 40
GENMARINE EO 4030 30 SAE 40

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Part 2.10.1

Oil company Oil product BN VISC.

EXXON MOBIL EXXMAR 30 TP 40 30 SAE 40
EXXMAR 40 TP 40 40 SAE 40
EXXMAR CM SUPER 40 12 SAE 40
MOBIL DELVAC HP 40 / MOBIL DELVAC 1640 12 SAE 40
MOBILGARD ADL 15 SAE 40
MOBILGARD M430 30 SAE 40
MOBILGARD M440 40 SAE 40
IRVING OIL MARINE MTX 1540 15 SAE 40
MARINE MTX 2040 20 SAE 40
MARINE MTX 3040 30 SAE 40
MARINE MTX 4040 40 SAE 40
LUKOIL NAVIGIO TPEO 20/40 20 SAE 40
NAVIGIO TPEO 30/40 30 SAE 40
PERTAMINA MEDRIPAL 412 12 SAE 40 1 12 SAE 40
PETROBRAS MARBRAX CCD-410 12 SAE 40
DISTRIBUIDORA SA MARBRAX CCD-410-AP 12 SAE 40
MARBRAX CCD-420 20 SAE 40
MARBRAX CCD-430 30 SAE 40
MARBRAX CCD-440 40 SAE 40
REPSOL - YPF NEPTUNO NT 1500 15 SAE 40
NEPTUNO NT 2000 20 SAE 40
NEPTUNO NT 3000 30 SAE 40
NEPTUNO NT 4000 40 SAE 40
SHELL GADINIA S3 40 12 SAE 40
GADINIA AL40 15 SAE 40
ARGINA S2 40 20 SAE 40
ARGINA S3 40 30 SAE 40
ARGINA S4 40 40 SAE 40
FUCHS MarWay 1040 10 SAE 40
MarWay 1540 15 SAE 40

This list is given as a guide only, and Rolls-Royce Selection of Lubricant

cannot accept responsibility for difficulties that Selection of a suitable lubricant for engines may
may be caused by the lubricant. at times prove complicated and difficult, as a
number of different factors have to be taken into
Engines earlier specified with SAE 30, may still consideration. This implies that only a general
use same viscosity. guidance can be given by the engine
If using brands equivalent to those listed here, the manufacturer, to which lubricating oil is suitable
relevant manufacturer should be consulted about for their engines.
affinity between the products.
In engines burning fuels of various quality, the
It is strongly recommended to send oil samples to combustion characteristics of the fuel to a great
your lubr.oil supplier at regular intervals for extent dictates the necessary properties of
analysis, as this gives valuable information about the lubricant.
the performance both of the oil itself and the
engine. Different fuel qualities contain a varying degree
All inquiries should be addressed to of elements that will form acid compounds in the
service.bergen@rolls-royce.com-Royce. combustion process.
An important function of the lubricating oil is to
neutralize these acids in order to minimise

Lubricant guide for diesel engines Marine Auxiliary Applications, B32:40

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Part 2.10.1

corrosive wear.This is done by adding alkalies to

the lubricant. The “Base Number” (BN) of an oil As the oil companies may change their product
is a measure of the alkalinity or basicity of the oil specifications without previous notice, and without
and is expressed in milligrams of potassium changing the products name, the information given
hydroxide per gramme of oil (mg KOH/g). in the lubricant guide is valid from the stated date
and until further notice.
The “Base Number” will for different engines fall This list is given as a guide, and Rolls-Royce takes
at a varying rate, determined by the consumption no responsibility for difficulties that may be caused
of alkaline additives combined with refilling of by the lubricating oil.
new oil.
Our list of recommended/approved lubricants
shows the approximate BN value recommended Lubricant guide for valve gear lubr. oil system
to meet different fuel qualities. (engine type L and K)
The same lubr. oil is used as for diesel engine.
Please see above.
It is inadvisable to use a lubricating oil of
higher additive content (BN) than required, as this
may cause deposits in the combustion chamber
(piston top/cylinder head).

The oil companies are also marketing lubricants

of considerably higher BN value than listed by us.
These may come into consideration where
extremely poor fuel demand it.

Marine Auxiliary Applications, B32:40 Lubricant guide for diesel engines

1217 B/AP Page 3 : 5
Part 2.10.1

Lubricant guide for governor, nozzle cooling

and turning gear
Oil for Turbocharger, see separate page.

Oil company Oils for governor *) Oils for nozzle cooling **) Turning gear ***)
AGIP BLASIA 320
BHARAT PETROLIUM Turbol 68
Actuma Ultra Oil 30 Hydrol 32
BP Turbine / Engine oil Baratran HV 15, HV 22, HV32 ENERGOL GR-XP 320
CASTROL Engine oil or Perfecto T68 Perfecto T32
Hyspin AWH15
Hyspin AWH32
CHEVRON Engine oil or Regal R&O 68/ Rando HD 32/ Rando HDZ 32/ Meropa 320
(TEXACO, CALTEX) Cetus PAO 68/ GST Oil 68 Regal R&O 32/ Cetus PAO 32
TOTAL LUBMARINE Turbine / engine oil VISGA 22 (EQUIVIS ZS 22)
VISGA 32 (EQUIVIS ZS 32)
EXXON MOBIL Tro - Mar 68 Univis N 15, 32 SPARTAN EP 320
Nuto H 15, H 32
Turbine / engine oil Rarus SHC 1024 MOBILGEAR 632
INDIAN OIL Turbine / engine oil Servo Spin 22
Servo system 32
IP MELLANA OIL 320
PERTO CANADA Turbine / engine oil Harmony AW 22
Harmony HVI 15
Harmony HVI 22
REPSOL Turbine / engine oil Aries 22 / 32
Telex E 22 / 32
SHELL Turbine / engine oil Thermia oil B OMALA 320
Tellus 32
Turbo T32
FUCHS TurbWay 68, 77 HydraWay HV (A) 15, 32
HydraWay HM (A) 15, 32
*) For Hydraulic Governor with separate **) On engines type B32:40, the nozzle cooling ***) Oils for turning gear are
oil system. oil system is a part of the engine main relevant for BV and
lubr. oil system. B32:40 only.

Lubricant guide for diesel engines Marine Auxiliary Applications, B32:40

Page 4 : 5 1217 B/AP
Part 2.10.1

Lubricant guide for turbocharger

Note: This table is not applicable to engine types
Note: This table is not applicable to engine types where the turbocharger is lubricated by oil from
where the turbocharger is lubricated by oil from the main lubr.oil system.
the main lubr.oil system.
List 2: Mineral oils and synthetic *) oils for
List 1: Mineral oils (oil basis narrow cut) for change intervals of max 3000h
oil change intervals of max 1000 h
Oil company Oil Product
Oil company Oil product BP Energol Rc 68

AGIP OTE 68 CEPSA Compresores ES 68

BN Energol THB 77 CHEVRON (TEXACO, Regal R&O 68 / Cetus

Energol THB 68 CALTEX) PAO 68
Energol HLP 68 REPSOL Merak VDL 68
Energol SHF 68
VALVOLINE Compressor oil 62
CASTROL Perfecto T 68
Hyspin AWS 68
Hyspin AWH 68 *) No US-version

CEPSA HD Turbinas 68
Hidraulico HV 68
List 3: Synthetic lubricants for change
Compresores ES 100 intervals of max 5000 h
CHEVRON (TEXACO, Rando HD 68/ Rando HDZ
CALTEX) 68 / Regal R&O 68 / Cetus Oil company Oil Product
PAO 68
BP Enersyn TC-S 68
TOTAL LUBMARINE Turbinet T 68
Preslia 68 CEPSA Compresores ARS 68
Visga 68 CHEVRON (TEXACO, Cetus PAO 68
Equivis ZS 68 CALTEX)
EXXONMOBIL Teresso 68- Terresic 68 EXXONMOBIL MOBIL SHC 626
Nuto H 68 MOBIL SHC 1026
DTE Oil heavy medium
DTE 16M NYCO Nycolube 3060

INDIAN OIL CORP. Servoprime 68 SHELL Corena AS 68

Servoprime 76 Madrela AS 68
Servopress 68
Q8 Q8 Shumann 68
Servosystem HLP 68
PEPSOL Aries 68
Telex E 68
SHELL Turbo oil T68
Turbo oil T78
Tellus oil 68
FUCHS TurbWay 68
HydraWay HMA 68
TOTAL Preslia 68

Marine Auxiliary Applications, B32:40 Lubricant guide for diesel engines

1217 B/AP Page 5 : 5
[ BLANK ]
2.20

TRANSPORTATION OF ENGINE/GENERA-
TOR.
Handling and care after arrival at yard.
Important factors to be investigated as early as
1. Possible transport damage shall be reported to
possible:
our service department not later than 10 days
• Available transport facilities
after discharge at port of destination, by CIP
• Road restrictions
• Tunnels and bridges restrictions etc. delivery.
2. Engine/generator must be stored indoors,
preferably in a heated room, or with the gen-
Packing. erator‘s heating elements connected to the
1. The engine sump is covered with preservation mains.
oil that will be completely dissolved in the
lubricating oil. The packing is to remain on engine/generator
2. Dessicant bags are located at various places as long as possible after installation, in order
in engine/generator according to attached list. to ensure protection from work in engine
All bags will be removed by our service engi- room, such as welding, painting etc.
neer before the engine is started.
3. All machined parts with gloss surfaces and For lifting of engine/generatorset, see draw-
parts with tolerances are sprayed with thin oil ings on the next pages.
- like anticorrosive protectant.

Marine Auxiliary Applications, B32:40 Transportation of engine/generator.

0110 B/A Page 1 : 4
2.20

Transportation of engine/generator. Marine Auxiliary Applications, B32:40

Page 2 : 4 0110 B/A
2.20

Marine Auxiliary Applications, B32:40 Transportation of engine/generator.

0110 B/A Page 3 : 4
2.20

Transportation of engine/generator. Marine Auxiliary Applications, B32:40

Page 4 : 4 0110 B/A
Part 3.01

STANDARD AND OPTIONAL GENERATOR

DESIGN Generator standard design
Design B16 according to DIN 42950 or IM 1305
Three-phase alternating current synchronous gen- according to IEC (EN) 60034-7, i.e. single bear-
erator normally of brushless type in accordance ing design
with requirements of classification societies. w. bolted connection to engine (In-line engines).
Damper windings for parallel operation. Two bearing design - IM 1101, with flexible cou-
pling on the flywheel are required with Vee-
Rating of diesel engine prime mover engines.
For base load application Option for in-line engines
Max continuous rating (MCR), as defined in ISO Two bearing generator with the design B 20 or IM
3046-1, plus 10% overload for 15 minutes accord- 1101, with flexible coupling to engine.
ing to DNV Pt. 4, Ch. 2, Sec. 1 A 300.
Generator overload Sleeve bearing(s), self lubricated. The bearing de-
50 % in excess of rated current for not less than 30 sign to allow for sufficient axial movement of ro-
seconds, the voltage and frequency being main- tor shaft caused by thermal expansion of the shaft
tained as near the rated values as possible. system.
Air cooled design IC01 according to IEC (EN)
60034-6, i.e. self circulation, or air water cooled
Standard reference conditions
design IC8A1W7.
Standard reference conditions according to rules
Enclosure IP23 for air cooled, or IP44 for water
of classification societies:
cooled.
Ambient air temperature for air cooled generator
Anti condensation heater.
.......................................................max. + 45°C
......................................................... min. + 0°C
Temp. alarm sensors in stator windings and bear-
Sea water temperature.....................max. 32 °C
ing(s) (Pt100).
Relative humidity.........................60% at 45 °C
Automatic voltage control equipment (AVR) for
mounting into switchboard.
Generator nominal output expressed in kVA, and
rated output expressed in kW at Cos phi = 0.8
Radio interference suppression
Generator transient voltage, frequency and current
Insulation class/temp. rise in windings
variations are not to cause malfunction of other
Insulation class/temp. rise according to class F or
equipment on board, neither by conduction, in-
class H.
duction nor radiation.
Limits of temp. rise in AC windings for air-cooled
generators. Resistance method.
Insulation class: F H Generator protection
DNV: All kVA ratings 90 °C 115 °C Generators shall be designed to supply a short cir-
LRS: Rated power < 5000 kVA cuit on the generator-terminals with at least 3
95 °C 110 °C times nominal current for min. 2 sec.
This to ensure selectivity of protection devices.
Standard voltages
Normal voltages at standard frequencies:
50 Hz 60 Hz Options
Low voltage: 380 V 380V • Automatic voltage control equipment (AVR)
400 V 400V mounted on the generator.
415 V 450V • Air filter for intake air. Note that the filter
Medium voltage: 3.3 kV 4.16 kV gives a derating of the generator output.
6.3 kV 6.6 kV
11.0 kV 13.8 kV

Marine Auxiliary Applications, B32:40 Standard and optional generator design

0410 BC/A Page 1 : 2
Part 3.01

Standard and optional generator design Marine Auxiliary Applications, B32:40

Page 2 : 2 0410 BC/A
Part 3.03

FLEXIBLE MOUNTING FOR

GENERATING SET. 9. The flexible elements should be heated as
little as possible during welding.
Mounting of flexible elements.
See drawing No. B 590/74 on the next page. 10. The flexible elements must be protected
For the drawing “Foundation for flexible against welding sparks and oil.
mounting” please contact
salessupport.bergen@rolls-royce.com 11. Check the crankshaft deflection. If the
deflection isn‘t satisfactory, the spacers
1. The flexible elements must never be loaded between the generator stator house and the
before spacers and brackets are welded, generator base frame is to be adjusted. In this
spacers to the foundation and brackets to the case, please contact Rolls-Royce.
spacers, - as this would damage the elements.
Mounting of pipes, cables and
2. The generating set is preliminary mounted on floor plates.
70 mm thick planks and in correct position in A dotted line on each side of the generating set is
relation to the foundation. See drawing. shown in the drawing “Foundation for flexible
mounting”. (Contact salessupport.bergen@rolls-
3. The generating set is jacket up carefully by royce.com).
the supplied set of jacks. The jacks are
operated in turn by screwing the jack‘s nut Pipe cables and supports for floor plates must
60° each time. never be mounted between the generating set and
Measure “A” should be minimum 25 mm. It the dotted line.
is important that the load is shared as equally
as possible on all jacks. (Screw thread and The main cables should be led to the generator
contact surfaces on the jacks are greased with with a loop to ensure a flexible connection.
“molycote” before use).
Generally the minimum distance between the
4. The planks are removed. generating set and fixed installations on board
should not be less than 40 mm.
5. Spacers are machined parallel to thickness
0,0
A -0,3
The dimension A is to be measured in the
centre of the bracket. If the underside plane of
the bracket and the top plane of the ship
foundation are out of parallelism, the rubber
element can absorb this.

6. The spacers and the brackets are preliminary

welded, spacers to the foundation and
brackets to the spacers, 5  x 100 mm at each
end according to the drawing.

7. The generating set is lowered by operating

the jacks in turn, screwing the jack‘s nut 60°
each time. The jacks are removed.

8. Brackets and spacers are permanently welded

as shown.

Marine Auxiliary Applications, B32:40 Flexible mounting for generating set.

0317 BC/A Page 1 : 4
Part 3.03

Mounting Instruction. Drawing No. B 590/74

Flexible mounting for generating set. Marine Auxiliary Applications, B32:40

Page 2 : 4 0317 BC/A
Part 3.03

BUFFER FOR FLEXIBLE MOUNTING. Adjust the brackets until the buffer clearances are
as specified on drawing. The height clearance is
Mounting instruction. approx. 30 mm, and the lateral distance is approx.
When mounting of the flexible elements are 30 mm.
finished (see mounting instructions), one buffer is Tack-weld bracket for foundation to the
to be fitted on each side of the diesel generator as foundation.
shown on drawing: “Foundation for flexible Remove bracket for gen.set and weld bracket for
mounting”. foundation to foundation 6  as shown.
See also drawing B 590/75 on the next page.
(Gen.set for shipping). Fit the bracket for gen.set and adjust it until the
buffer clearances are correct and the height
Place the brackets for foundation as shown on clearance is approx. 30 mm.
drawing “Foundation for flexible mounting”. Weld the bracket 8  as shown. Rubber part is to
Place the brackets for gen.set on the engine‘s be protected during welding.
foundation.

Mounting instruction, Drawing No. B 590/75. (Gen.set for shipping)

Marine Auxiliary Applications, B32:40 Buffer for flexible mounting.

0317 BC/A Page 3 : 4
Part 3.03

Buffer for flexible mounting. Marine Auxiliary Applications, B32:40

Page 4 : 4 0317 BC/A
3.04

ENGINE INSTALLATION

Pipe connections example

Drawing B1014/57 on page 2.

Engine and Alternator connection arr.

Drawing B 774/58 on page 3.

Main dimensions and weights

B32:40L6A on page 4.

B32:40L8A on page 5.

B32:40L9A on page 6.

B32:40V12A on page 7.

The following engine outline drawings are out

of scale.

Marine Auxiliary Applications, B32:40 Engine installation

1014 B/A Page 1 : 7
3.04

Engine installation Marine Auxiliary Applications, B32:40

Page 2 : 7 1014 B/A
3.04

Marine Auxiliary Applications, B32:40 Engine installation

1014 B/A Page 3 : 7
3.04

Engine installation Marine Auxiliary Applications, B32:40

Page 4 : 7 1014 B/A
3.04

Marine Auxiliary Applications, B32:40 Engine installation

1014 B/A Page 5 : 7
3.04

Engine installation Marine Auxiliary Applications, B32:40

Page 6 : 7 1014 B/A
3.04

Marine Auxiliary Applications, B32:40 Engine installation

1014 B/A Page 7 : 7
[ BLANK ]
Part 4.01

SAFETY, CONTROL AND MONITORING

SYSTEM FOR DIESEL ENGINE
Overview................................................ page 1 Back-up instrumentation ........................ page 6
Governing .............................................. page 2 Temperature control............................... page 6
Engine control cabinet (ECC) ................ page 3 24 V distribution cabinet........................ page 7
Sequence control & safety functions ..... page 4 Interface to other suppliers..................... page 8
Monitoring system ................................. page 5 Samples of standard panels .................... page 9

Overview - Block diagram

Bus Connection to monitoring system (Modbus RTU, RS 485)

Optional: Redundancy with 2 separate Bus lines.

Engine Control Cabinet(ECC) off engine:

Governor * Control PLC Safety PLC

2.2 2.1 3

CANopen

Conventional cabling Bus cable

Local Monitoring Engine

(MMI) 1

Junction Box

CANopen

CANopen node Sensors

Sensors
Actuators
Conventional cable connection

1. Local monitoring on the engine MMI (Man All alarm sensors to monitoring system via serial
Machine Interface). Panel with LCD display and line comunication (Modbus RTU slave, RS485).
touch screen interface, indicating according to Cables to be connected on wire terminals in junc-
classifications society and RREB requirements. tion box on engine and in ECC.

2. Control system: Engine control cabinet mounted off engine.

2.1 Control PLC (Sequence control).
2.2 Governor* (only if applicable with digital The system is a complete package approved by
speed controller). DNV, and it is well suited for the demands of con-
dition based maintenance.
3. Safety PLC (Safety shut down system).

Marine Auxiliary Applications, B32:40 Safety, Control and Monitoring System for Diesel Engine
0309 BC/AP Page 1 : 10
Part 4.01

Governing
The engine will be equipped either with an elec- Mechanical hydraulic governor will typically be
tronic governor or a mechanical-hydraulic gover- of make Regulateurs Europa and electronic gov-
nor. ernor will typically be of make Woodward.
The mechanical governor can be delivered with
either pneumatic or digital speedsetting. Most ap- These governors will mainly handle:
plications are delivered with pneumatic speedset- • Engine speed control
ting which is RREBs recomended solution and • Load control:
most cost effective. Load sharing/balancing with other prime
In a single propulsion engine installation, with an movers (similar or different kind).
electronic governor, the engine will be equipped Torque limiting based on load limit and
with an hydraulic actuator with ball-head backup. charge air pressure.

Depending on the application, engines delivered Note!

with electronic governor will also be fitted with Some applications will lead to limitations in the
an actuator of make Woodward or Regulateurs choice of governors.
Europa.

Mechanical governor:
Electronic governor:
Europa governor
Woodward 723PLUS

Safety, Control and Monitoring System for Diesel Engine Marine Auxiliary Applications, B32:40
Page 2 : 10 0309 BC/AP
Part 4.01

Engine Control Cabinet (ECC)

This cabinet includes Safety PLC, Control PLC ,
Electronic governor and Can IO interface to mon-
itoring system. Safety PLC Control PLC

Cabinet measurements are in mm 1000/800/300 Customer connections.

(h/w/d).
Environment class is IP54 and max ambient tem-
perature is 60 °C.
The cabinet is recommended placed in the control
room / air conditoned area.
The 24V distribution cabinet is recommended
placed as near as possible to the ECC.

Holes with rubber plates for external cable con-

nections in the bottom of the cabinet.

Marine Auxiliary Applications, B32:40 Safety, Control and Monitoring System for Diesel Engine
0309 BC/AP Page 3 : 10
Part 4.01

Sequence control (Control PLC) Safety functions (Safety PLC)

Siemens Simatic S7-300 Siemens Simatic S7-300

The functions incorporated in the Control PLC The functions incorporated in the Safety PLC are
are summarized in the following. The most com- summarized in the following. The most common
mon functions are included (these functions and functions are included.
plant adaptations will be tested according to class • autostop engine overspeed.
rules). • autostop high jacket water temperature (after
• Start/stop of engine, including start interlock engine) (depending on class requirements).
function • autostop low lubrication oil pressure (before
• Remote/control from power management engine).
system(PMS). Not delivered by RREB. • autostop oil mist concentration high in crank-
• Start/stop of priming pump (lubrication) case.
• Start/stop of standby pumps (lubrication oil, • autostop low gear oil pressure (external).
fuel, and cooling water) • autostop low oil pressure step-up gear (exter-
• Start/stop of jacket water heater module nal).
• Start/stop of nozzle oil heater module (HFO • autostop due to activated emergency stop
engine) button, .
• Injection pump cleaning (HFO) Should an autostop occur, this situation will be in-
• Control of change over valve HFO/MDO dicated to the monitoring system.
• Clutch/breaker control, interface to deter- Overspeed detection is based on a speed pick-up
mine correct dynamic settings in electronic of proximity switch type input to the PLC CPU
governor counter circuit. Jacket water temperature and lu-
• Injection pump lubrication brication oil pressure inputs are of analog (trans-
• Interface to PTO equipment in front of mitter type). All other inputs are of type digital
engine (e.g. fire fighting pump) (potential free switch).
• Air blow off valve control (Arctic specifica-
tion), based on air inlet temperature Wire break detection in Safety PLC
• Variable valve timing (VVT). Break in the following loops will be detected and
• Automatic control of el. pneumatic valves indicated to the monitoring system:
(PID) • Pick-up failure.
• Overload indication • Emergency stop buttons.
In addition: Transmit set point to charge air tem- • Jacket water temperature sensor and trans-
perature controller, based on charge air pressure mitter.
(engine load). • Lubrication oil pressure.
Note: Not all functions will be active/used in all • Oil pressure gear.
applications. • Oil pressure step-up gear.

Safety, Control and Monitoring System for Diesel Engine Marine Auxiliary Applications, B32:40
Page 4 : 10 0309 BC/AP
Part 4.01

• Shutdown solenoid. The Woodward 723PLUS governor (if applied)

Power failure (Safety PLC, Control PLC and sends status information to the monitoring system
Governor) is also indicated to the monitoring sys- using a serial link (Modbus on RS232). Commu-
tem. nication on the CAN bus utilizes the CAN-open
Note: Not all functions will be active/used in all protocol.
applications. All CAN nodes on the engine are equipped with
galvanic isolation from the bus.
Monitoring system The monitoring system on the engine will com-
Hardware: municate with the monitoring system in the con-
The on-engine monitoring system can be split in trol room using :
two: • Modbus on a serial line (RS485)
• Graphical display on engine, including data
acquisition equipment. Modbus :
• Back-up instrumentation for emergency Hardware connection: RS485
operation of the engine should the graphical Baud rate: 19200
display fail. Data bits: 8
Stop bits: 2
Graphical display and data acquisition Parity: None
equipment Slave address: 1
The graphical display on the engine is based on Function code: 3
an industrial standard LCD display and touch Modbus address range: 40000
screen interface. Communication protocol: Modbus RTU
The user interface allows switching between sev-
eral screens using a menu selector. The main communication channel between the
engine and the monitoring system in the control
room will operate independently from the panel
on the engine. Thus, should the PC on the engine
fail to function, monitoring data will still be trans-
mitted to the engine control room.
Can node

Process variables are monitored using sensors

(pressure, temperature, level, speed and status).
These variables are input to the data acquisition
multiplexing cards located in the connection rails
in front of the engine and on the side of the
engine. Similarly there are two cards located in
the engine control cabinet .
A CAN bus (Controller Area Network) connects
all the input cards and the graphical display.

Marine Auxiliary Applications, B32:40 Safety, Control and Monitoring System for Diesel Engine
0309 BC/AP Page 5 : 10
Part 4.01

Back-up instrumentation Closed loop temperature control

The back-up instrumentation consists of two ana- Temperature control for charge air (CA)
log indicators (engine speed and lubrication oil Based on PID controllers mounted in the engine
pressure), which are considered the absolute min- room.
imum for operation of the engine in an emergency Set point to CA temperature is variable (generat-
situation when the engine has to be operated man- ed in control PLC, as a function of CA pressure).
ually and the graphical display fails. Sensor is a thermocouple type K (NiCrNiAl) con-
verted to 4-20 mA. Signals to control valves are
The engine speed indicator signal is driven by the 4-20 mA. At failure the valve will open for maxi-
Safety PLC. The lubrication oil pressure indicator mum cooling.
signal is driven by a separate transmitter.
Temperature control for high temp. cooling
water (HT)
Based on wax elements. Optionally on PID con-
trollers mounted in the control room.
Sensor is a thermocouple type K (NiCrNiAl) con-
verted to 4-20 mA.
Signals to control valves are 4-20 mA. At failure
the valve will open for maximum cooling.

Temperature control for low temp. cooling wa-

ter (LT)
Based on wax elements. Optionally it is based on
a temp. sensor (PT100) and a PID controller in
the control PLC.
Signals to control valves are 4-20 mA. At failure
the valve will open for maximum cooling.

Back-up instrumentation including graphical

display.

Safety, Control and Monitoring System for Diesel Engine Marine Auxiliary Applications, B32:40
Page 6 : 10 0309 BC/AP
Part 4.01

24V distribution cabinet

RREB delivers a 24V distribution cabinet. There The cabinet will:
are 2 alternatives: 1. Secure stable redundant 24 Voltage DC to
Alt1: Main 230V/24V DC with back-up 24V/24V RREB´s electrical equipment.
DC.
Alt 2: Main 230V/24V DC with back-up 230V/ 2. Separate RREB´s electrical equipment galvani-
24V DC. cally from the 24 Voltage DC on board.
The drawing C 976/57 below shows alt 1.

Marine Auxiliary Applications, B32:40 Safety, Control and Monitoring System for Diesel Engine
0309 BC/AP Page 7 : 10
Part 4.01

Typical interface to other suppliers (hardwire).

Propulsion Electronic Governor (Woodward 723!"#$):

Propeller Control: Engine Control Cabinet (Engines Bergen)

Clutch status signal (DO) Command clutch out (DO)
Clutch in order (DO) Engine load (AO)
Clutch out order (DO) Engine speed (AO)
Remote speed setting (AO)

Main Gear: Engine Control Cabinet (Engines Bergen)

Autostop gear oil pressure (DO)

Fifi step up gear: Engine Control Cabinet (Engines Bergen)

Autostop step up gear (DO) Ready for fifi/Engine running (DO)

Hour counting: Engine Control Cabinet (Engines Bergen)

Running status signal (DO)

Main switch board: Engine Control Cabinet (Engines Bergen)

(DO)
Breaker status signal

Propulsion Hydraulic Regulator (Regulateurs Europa):

Propeller Control: Engine Control Cabinet (Engines Bergen)

Remote speed setting (AO) Engine load (AO)

Main Gear: Engine Control Cabinet (Engines Bergen)

Autostop gear oil pressure (DO)

Fifi step up gear: Engine Control Cabinet (Engines Bergen)

Autostop step up gear (DO) Ready for fifi/Engine running (DO)

Hour counting: Engine Control Cabinet (Engines Bergen)

Running status signal (DO)

Auxiliary Electronic Governor (Woodward 723):

Generator Control : Engine Control Cabinet (Engines Bergen)

Grid/Bus tie break (DO) Command generator breaker out (DO)
Breaker status signal (DO)
Rpm up (DO)
Rpm down (DO)
Remote load setting (AO)
kW signal (AO)

PMS: Engine Control Cabinet( Engines Bergen)

Start from PMS (DO) Start blocked to PMS (DO)
Stop from PMS (DO) Running status signal (DO)
Local to PMS (DO)

Hour counting: Engine Control Cabinet (Engines Bergen)

Running status signal (DO)

Note: DO = Digital output (potential free contact)

AO = Analog output (galvanic isolated)

Safety, Control and Monitoring System for Diesel Engine Marine Auxiliary Applications, B32:40
Page 8 : 10 0309 BC/AP
Part 4.01

Samples of standard panels.

Bridge panel: (conventional propulsion only)

Function:
• Rpm indicator
• Emergency stop
• Ind. emergency stop
• Lamp test, light dimmer
• Auto stop/override (optional and applicable
if accepted by class requirements)

Control room panel:

Function:
• Rpm indicator
• Start
• Ind. running
• Stop
• Ind. stop
• Reset
• Ind. reset ind. start interlock
• Lamp test
• Connector for tuning of speed controller (if
applicable)
• Connector for PLC
• emergency stop (optional)

Load sharing panel: (conv. propulsion only)

This panel is used for two engines running on a
twin-input gear.
With help from the panel functions, the built-in
load sharing capability of the Woodward 723Plus
speed control comes to use.
This makes isochronous load sharing possible.
(i.e. load sharing at constant RPM)
Content:
• Switch for «ISOCH» or «DROOP»
• 2 switches for «RAISE LOWER» or
«REMOTE»
• 2 lamps for «LOCAL CONTROL» (lights on
if switch on engine is in Local)
• 2 rocker switches for «RAISE» and
«LOWER».
• 1 rocker switch for load control
• Load balance indicator

Marine Auxiliary Applications, B32:40 Safety, Control and Monitoring System for Diesel Engine
0309 BC/AP Page 9 : 10
Part 4.01

Safety, Control and Monitoring System for Diesel Engine Marine Auxiliary Applications, B32:40
Page 10 : 10 0309 BC/AP
5.01

SERVICE AND MAINTENANCE Main bearing..

Remove and install (1) set of main bearings.
Time consumption, standard maintenance Persons required:............................................. 2
operations. Total time consumption: ....................... 8.0 hrs.
Introduction. Period disabled:..................................... 4.0 hrs.
In the following, some typical engine
maintenance operations are listed. Crankshaft deflection.
Several operations are of such nature that more
Take (1) complete set of warm or cold crankshaft
than one person might be required to conduct the
deflection readings.
work involved in a safe and proper manner, and in
Persons required:............................................. 2
accordance with the Rolls-Royce specifications
Total time consumption: ....................... 4.0 hrs.
and Quality Assurance standards applicable.
Period disabled:..................................... 2.0 hrs.
The listing provides, as guidance only, the total
man-hours of time consumption for the given op-
eration, as well as the period of time the engine Governor drive.
could be out of service while worked on. The Remove and install governor drive. Clean and
numbers given reflect the performance of trained overhaul.
and experienced Rolls-Royce service engineers, Persons required:............................................. 2
whereas considerations to additional time Total time consumption: ....................... 9.0 hrs.
consumption should be taken when employing Period disabled:..................................... 4.5 hrs.
less experienced personnel.
Fuel injection pump.
Cylinder head. Remove and install (1) fuel injection pump. Clean
Remove and install (1) cylinder head on engine and overhaul.
for inspection purposes only, readjust valve Persons required:............................................. 1
clearances. Total time consumption: ....................... 7.0 hrs.
Persons required:............................................. 2 Period disabled:..................................... 7.5 hrs.
Total time consumption: ....................... 7.0 hrs.
Period disabled:..................................... 3.5 hrs. Fuel injector.
Remove and install (1) fuel injector.
Cylinder head. Clean, overhaul and adjust opening pressure.
Remove and install (1) cylinder head. Clean and Persons required:............................................. 1
overhaul, readjust valve clearances. Total time consumption: ....................... 4.0 hrs.
Persons required:............................................. 2 Period disabled:..................................... 4.0 hrs.
Total time consumption: ..................... 16.0 hrs.
Period disabled:..................................... 9.0 hrs. Start air distributor.
Remove and install start air distributor. Clean,
Piston and connecting rod. overhaul and adjust.
Remove and install (1) cylinder head, and piston Persons required:............................................. 1
and connecting rod assembly. Clean and overhaul Total time consumption: ....................... 5.0 hrs.
cylinder head, piston and connecting rod, and Period disabled:..................................... 5.0 hrs.
cylinder liner. Readjust valve clearances.
Persons required:............................................. 2
Lubr. oil pump.
Total time consumption: ..................... 29.0 hrs.
Period disabled:................................... 18.0 hrs. Remove and install lubr. oil pump. Clean, over-
haul and adjust pressure.
Persons required:............................................. 2
Total time consumption: ..................... 12.0 hrs.
Period disabled:..................................... 7.0 hrs.

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Cooling water pump.

Remove and install cooling water pump. Clean
and overhaul.
Persons required: ............................................ 2
Total time consumption:......................12.0 hrs.
Period disabled: .....................................7.0 hrs.

Turbocharger.
Dismantle and reassemble turbocharger. Clean,
inspect and replace bearings.
Persons required: 2
Total time consumption:......................20.0 hrs.
Period disabled: ...................................10.0 hrs.

Charge air cooler.

Dismantle and reassemble charge air cooler.
Clean and inspect.
Persons required: ............................................ 2
Total time consumption:......................16.0 hrs.
Period disabled: .....................................8.0 hrs.

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 S = Spot check
Routine Maintenance Schedule C = Check all
W = Clean / adjust
Instr 1502 B32:40 MDO Marine Operation O = Overhaul
Main service every 20k R = Replace

ID Draw no 1012_06 1 = 1000 hrs (1k)

1 Instr CYLINDER HEADS COMMENTS C S W O R
101 2404 Cylinder head bolts Retighten approx. 50-100 hrs after refitting of cyl.head 20
102 2408 Cylinder head: max. firing pressure 1st check 1k after main overhaul 1
103 4301 Inlet and exhaust valve clearance Check also 50-100 hrs after refitting of cyl.head 2
105 2401 Inlet and exhaust valve rotators (rotocaps) 2 20
106 2401 Valve gear system for inlet and exhaust valves 10 20
107 2401 Inlet and exhaust valves / valve seats: overhaul / replace according to wear 20
108 2401 Inlet and exhaust valve guides: overhaul / replace according to wear 20
109 2408 Indicator valves 20
110 2410 Starting air valves 20
2 FUEL OIL SYSTEM C S W O R
201 7208 Fuel injection nozzle holders 4 20
202 7208 Fuel injection nozzles 4
203 7207 Fuel injection pump drive: alternating spot checks 4 20
204 7206 Fuel injection pump: overhaul / replace according to wear 20
205 7206 Fuel injection pump erosion plug 4 20
206 5502 Fuel injection pump emergency stop cylinder test Perform monthly
207 7206 Fuel injection pump fuel rack: lubricate and check every pump for signs of sticking Weekly and before start
208 b) Fuel oil filter Replace every 6 months or at diff.pressure
209 Fuel oil pulsation dampers in low pressure fuel system: open valve to check for leakage Check every 2 months
211 b) Flexible fuel connections 0.5 20
212 Engine driven fuel oil booster pump 20
216 - Fuel oil sample When bunkering
217 - High pressure pipe 4 40
3 CYLINDER LINERS C S W O R
301 2301 Honing: overhaul / replace according to wear 20
302 2301 Remove liner / check water jacket / replace sealing 20
303 2301 Carbon cutting ring 20 60
4 PISTON / CONNECTING RODS C S W O R
401 3201 Gudgeon pin bushing Replace when off limit 20 60
402 3201 Gudgeon pin 20
403 3201 Piston including piston ring grooves (gap / clearance) 20 60
404 3201 Piston rings 20
405 3202 Big end bearing shells 3-piece connecting rod 20
407 3201 Big end bearing assembly (ovality control and surface check) 20
408 3201 Connecting rod bolts and shims between the big end bearing housing and the shank (3-piece connecting rod) 40
409 3201 Big end bearing bolts (3-piece connecting rod) 20
410 3201 Shim, nut, upper and lower studs (oblique split connecting rod) 20
5 CRANKSHAFT C S W O R
501 2201 Main bearings and thrust washers (including surface check of journal) 20 40
502 3102 Crankshaft deflection Check before and after every main service / docking 20
503 b) Flexible couplings (not applicable to generators directly bolted to the flywheel) 5
505 3101 Torsional vibration damper spring type: overhaul at 40k and at 60k See separate instructions 40&60
507 3101 Torsional vibration damper fluid type Subsequent fluid samples to be taken according to supplier's indications 20
508 3105 Flexible gear wheel, pump drive (pump end): Overhaul when replacing torsional vibration damper
509 3102 Crank pin (surface check) 20
6 CAMSHAFT C S W O R
601 4101 Camshaft bearings and thrust washers 20 40
602 4101 Fuel, inlet and exhaust cams 20 5
604 4102 Camshaft drive with gear wheels 20 5
605 5202 Governor drive 5 20
609 5103 Pilot starting air distributor with drive 10 20
7 LUBRICATING OIL C S W O R
701 8201 Clean lubr.oil tank / sump 20
702 1503 Lubr.oil analysis 500 hrs after piston replacement 1
703 8204 Main lubricating oil pump 40
704 8206 Lub.oil filters with paper elements Replace at least every 6 months or at diff. pressure 4
705 8206 Lub.oil filters with fibre glass elements First replacement at 2k, then at diff.pressure
706 8207 Centrifugal separation filter lubr.oil: paper insert to be changed when required 1
707 8203 Lubricating oil priming pump (electrical) 5
708 b) Lubr.oil cooler: see section 9 cooling water quality / parameters Clean when necessary
8 CHARGE AIR AND EXHAUST SYSTEM C S W O R
801 b) Turbocharger bearings: see sign on turbocharger housing See separate instructions
802 b) Turbocharger rotor: see sign on turbocharger housing See separate instructions
803 b) Turbocharger air filters: clean when dirty See separate instructions
804 7106 Turbocharger - water washing of compressor: every 50 hrs See separate instructions
805 b) Charge air cooler: clean when necessary See separate instructions
806 7301 Exhaust manifold bellows 5
807 7301 Exhaust manifold insulation 5
9 COOLING WATER C S W O R
901 8501 Cooling water quality and flow Check monthly 1
902 8503 Cooling water pumps with drive (high and low temperature) Mechanical seal must be replaced after min. 5 years 10 20
903 b) Jacket water cooler (optional) Clean when necessary 20
10 ALARM / CONTROL SYSTEM - FUNCTION TEST INTERVALS C S W O R
1001 1501 Auto stops According to classification requirements
1003 1501 Overspeed protection Replace pneumatic solenoid valve every 5 years
1004 1501 Interlocks According to classification requirements or at least once a year
1006 1501 Emergency start Check monthly
1007 1501 Alarm system communication Every year
1009 1501 Oil mist detector See separate instructions
1010 1501 Temperature PID controller Every 3 months
1011 1501 Lubrication of fuel pumps Check weekly or at every start
1012 1501 Washing of fuel pumps Check weekly
1013 1501 Control shaft linkages and fuel rack calibration Check weekly / lubricate
1014 1501 Speed pick-up clearance and cleaning Check monthly
1015 1501 Tightening of connectors and screw terminals Check once every 6 months
1016 1501 Pressure transmitters and temperature sensors Every 3 months (according to classification requirements)
1018 1501 Cleaning and visual checking of all electrical equipment Every 3 months
1019 1501 Auxiliary equipment Every year
1020 1501 Earth fault Check weekly
11 MISCELLANEOUS C S W O R
1105 - Resilient mounting of engine (optional): check for cracks / damages / loose bolts Every 6 months
1106 - All flexible connections: hoses, bellows etc. Check every 2 months
1107 b) Governor / actuator Change oil every 3 months 30
1108 - Governor control shaft with bearings, linkages and couplings Check / lubricate weekly, overhaul/replace according to wear
1110 7301 Exhaust pipe insulation According to SOLAS regulations
1112 - Fuel system: check all connections, supports/clamps 1
Rev G October 2017
The intervals indicated in the RMS matrix are to be interpreted as repeating cycles, as running hours are accumulating.
The intervals are reflecting what can be achieved under operation within specification by adequate maintenance and proactive attendance to any symptoms/negative trends by rectifying its origin prior to consequential defects and/or when operational disturbance occur.
The RMS is only valid for normal operating conditions as defined in the contracts, service agreements or other relevant technical documentation from Rolls-Royce.
The intervals are for guidance only and are subject to local ambient conditions. The schedule is applicable to engines with more than 2000 annual operating hrs.
The RMS may only be changed by a service letter from Rolls-Royce.
We strongly recommend never to exceed service intervals on function critical parts and systems. In general we recommend not to exceed any indicated service interval.

S = Dismantle / inspect 1 item and check condition (leakage, abnormal wear, cracks, contamination etc.)
C = Check all - all specified components must be checked.
W = Clean / adjust - fine-tune the components to ensure optimal operation.
O = Overhaul - complete renovation in order to restore the components to original specifications.
R = Replace - replace the complete units with genuine parts.

b) = See separate instructions

 S = Spot check
Instr 1502
Routine Maintenance Schedule C = Check all
B32:40 HFO Marine Operation W = Clean / adjust
Main service every 20k O = Overhaul
R = Replace

ID Instr Draw no 1012_05 1 = 1000 hrs (1k)

1 CYLINDER HEADS COMMENTS C S W O R
101 2404 Cylinder head bolts Retighten approx. 50-100 hrs after refitting of cyl.head 20
102 2408 Cylinder head: max. firing pressure 1st check 1k after main overhaul 1
103 4301 Inlet and exhaust valve clearance Check also 50-100 hrs after refitting of cyl.head 2
105 2401 Inlet and exhaust valve rotators (rotocaps) 2 20
106 2401 Valve gear system for inlet and exhaust valves 10 20
107 2401 Inlet and exhaust valves / valve seats: overhaul / replace according to wear 20
108 2401 Inlet and exhaust valve guides: overhaul / replace according to wear 20
109 2408 Indicator valves 20
2 FUEL OIL SYSTEM C S W O R
201 7208 Fuel injection nozzle holders 4 20
202 7208 Fuel injection nozzles 4
203 7207 Fuel injection pump drive: alternating spot checks 4 20
204 7206 Fuel injection pump: overhaul / replace according to wear 20
205 7206 Fuel injection pump erosion plug 4 20
206 5502 Fuel injection pump emergency stop cylinder test Perform monthly
207 7206 Fuel injection pump fuel rack: lubricate and check every pump for signs of sticking Weekly and before start
208 b) Fuel oil filter Replace every 6 months or at diff.pressure
210 Fuel oil pulsation dampers in low pressure fuel system: pressure measurement Check every 2 months
211 b) Flexible fuel connections 0.5 10
213 Heavy fuel oil module See separate instructions
214 Heavy fuel oil change-over valve See separate instructions
215 7221 Nozzle cooling module See separate instructions
216 - Fuel oil sample When bunkering
217 - High pressure pipe 4 20
3 CYLINDER LINERS C S W O R
301 2301 Honing: overhaul / replace according to wear 20
302 2301 Remove liner / check water jacket / replace sealing 20
303 2301 Carbon cutting ring 20 40
4 PISTON / CONNECTING RODS C S W O R
401 3201 Gudgeon pin bushing Replace when off limit 20 60
402 3201 Gudgeon pin 20
403 3201 Piston including piston ring grooves (gap / clearance) 20 60
404 3201 Piston rings 20
405 3202 Big end bearing shells 3-piece connecting rod 20
406 3202 Big end bearing shells oblique split connecting rod 20
407 3201 Big end bearing assembly (ovality control and surface check) 20
408 3201 Connecting rod bolts and shims between the big end bearing housing and the shank (3-piece connecting rod) 40
409 3201 Big end bearing bolts (3-piece connecting rod) 20
410 3201 Shim, nut, upper and lower studs (oblique split connecting rod) 20
5 CRANKSHAFT C S W O R
501 2201 Main bearings and thrust washers (including surface check of journal) 20 40
502 3102 Crankshaft deflection Check before and after every main service / docking 20
503 b) Flexible couplings (not applicable to generators directly bolted to the flywheel) 5
505 3101 Torsional vibration damper spring type: overhaul at 40k and at 60k See separate instructions 40+60
507 3101 Torsional vibration damper fluid type Subsequent fluid samples to be taken according to supplier's indications 20
508 3105 Flexible gear wheel, pump drive (pump end): Overhaul when replacing torsional vibration damper
509 3102 Crank pin (surface check) 20
6 CAMSHAFT C S W O R
601 4101 Camshaft bearings and thrust washers 20 40
602 4101 Fuel, inlet and exhaust cams 20 5
604 4102 Camshaft drive with gear wheels 20 5
605 5202 Governor drive 5 20
609 5103 Pilot starting air distributor with drive 10 20
7 LUBRICATING OIL C S W O R
701 8201 Clean lubr.oil tank / sump 20
702 1503 Lubr.oil analysis 500 hrs after piston replacement 1
703 8204 Main lubricating oil pump 40
704 8206 Lub.oil filters with paper elements Replace at least every 6 months or at diff. pressure 4
705 8206 Lub.oil filters with fibre glass elements First replacement at 2k, then at diff.pressure
706 8207 Centrifugal separation filter lubr.oil: paper insert to be changed when required 1
707 8203 Lubricating oil priming pump (electrical) 5
708 b) Lubr.oil cooler: see section 9 cooling water quality / parameters Clean when necessary
8 CHARGE AIR AND EXHAUST SYSTEM C S W O R
801 b) Turbocharger bearings: see sign on turbocharger housing See separate instructions
802 b) Turbocharger rotor: see sign on turbocharger housing See separate instructions
803 b) Turbocharger air filters: clean when dirty See separate instructions
804 7106 Turbocharger - water washing of compressor: every 50 hrs See separate instructions
805 b) Charge air cooler: clean when necessary See separate instructions
806 7301 Exhaust manifold bellows 5
807 7301 Exhaust manifold insulation 5
809 Turbocharger water washing of turbine: every 100 hrs See separate instructions
810 Turbocharger - clean drain pipe at water washing of turbine side 1
9 COOLING WATER C S W O R
901 8501 Cooling water quality and flow Check monthly 1
902 8503 Cooling water pumps with drive (high and low temperature) Mechanical seal must be replaced after min. 5 years 10 20
903 b) Jacket water cooler (optional) Clean when necessary 20
10 ALARM / CONTROL SYSTEM - FUNCTION TEST INTERVALS C S W O R
1001 1501 Auto stops According to classification requirements
1003 1501 Overspeed protection Replace pneumatic solenoid valve every 5 years
1004 1501 Interlocks According to classification requirements or at least once a year
1006 1501 Emergency start Check monthly
1007 1501 Alarm system communication Every year
1009 1501 Oil mist detector See separate instructions
1010 1501 Temperature PID controller Every 3 months
1011 1501 Lubrication of fuel pumps Check weekly or at every start
1012 1501 Washing of fuel pumps Check weekly
1013 1501 Control shaft linkages and fuel rack calibration Check weekly / lubricate
1014 1501 Speed pick-up clearance and cleaning Check monthly
1015 1501 Tightening of connectors and screw terminals Check once every 6 months
1016 1501 Pressure transmitters and temperature sensors Every 3 months (according to classification requirements)
1018 1501 Cleaning and visual checking of all electrical equipment Every 3 months
1019 1501 Auxiliary equipment Every year
1020 1501 Earth fault Check weekly
11 MISCELLANEOUS C S W O R
1105 - Resilient mounting of engine (optional): check for cracks / damages / loose bolts Every 6 months
1106 - All flexible connections: hoses, bellows etc. Check every 2 months
1107 b) Governor / actuator Change oil every 3 months 30
1108 - Governor control shaft with bearings, linkages and couplings Check / lubricate weekly, overhaul/replace according to wear
1110 7301 Exhaust pipe insulation According to SOLAS regulations
1112 - Fuel system: check all connections, supports/clamps 1
Rev F October 2017
The intervals indicated in the RMS matrix are to be interpreted as repeating cycles, as running hours are accumulating.
If a cell shows a replacement interval range ("x-y"), the component is inspection dependable from the first interval.
The intervals are reflecting what can be achieved under operation within specification by adequate maintenance and proactive attendance to any symptoms/negative trends by rectifying its origin prior to consequential defects and/or when operational disturbance occur.
The RMS is only valid for normal operating conditions as defined in the contracts, service agreements or other relevant technical documentation from Rolls-Royce.
The intervals are for guidance only and are subject to local ambient conditions. The schedule is applicable to engines with more than 2000 annual operating hrs.
The RMS may only be changed by a service letter from Rolls-Royce.
We strongly recommend never to exceed service intervals on function critical parts and systems. In general we recommend not to exceed any indicated service interval.

S = Dismantle / inspect 1 item and check condition (leakage, abnormal wear, cracks, contamination etc.)
C = Check all - all specified components must be checked.
W = Clean / adjust - fine-tune the components to ensure optimal operation.
O = Overhaul - complete renovation in order to restore the components to original specifications.
R = Replace - replace the complete units with genuine parts.

b) = See separate instructions