contents...burning natural gas for propulsion, bergen gas engines have built an unrivalled track...

Marine ProductS ANd SYStEMS

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Introduction

Ship design

Integrated ship systems

Marine engine and propulsion systems

Gas turbines

Propulsors• Azimuth thrusters• Propellers• Waterjets• Tunnel thrusters• Promas• Podded propulsors

Bearings and seals

Reduction gears

Stabilisation and manoeuvring• Fin stabilisers• Steering gear• Rudders

Deck machinery

Automation and control

Electrical power systems

Shiplifts

Global service and support

01

Rolls-Royce – serving the marine marketRolls-Royce has a world leading range of capabilities in the marine market, encompassing vessel design, the integration of complex systems and the supply and support of power and propulsion equipment. We are leaders in mission-critical systems for offshore oil and gas rigs, offshore, merchant and naval vessels.

Today the Rolls-Royce marine product range is one of the broadest in the world. 70 of the world’s maritime forces and over 30,000 commercial vessels use our equipment.

Our global support network underpins all activities and continues to expand with 50 centres in 28 countries with more planned.

Market sectorsWe provide a range of capabilities and expertise for offshore vessels and oil and gas platforms, merchant vessels and naval surface ships, with support provided by our global service network.

Offshore We are active both in exploration/production and supply/service sectors, supplying systems that range from facilitating seismic research to keeping a rig safely in position. Our UT-Design vessels are an industry benchmark – over 650 are now in service or in build. Advanced designs that benefit from the integration of new technologies required for successful exploration and operation in deeper and more hostile waters.

MerchantEquipment and systems are supplied for vessels that range from luxury yachts and cruise ships to ferries and tugs. We continue to expand our range of innovative and efficient cargo vessel designs, and lead the sector in environmentally friendly LNG propulsion solutions.

navalOur experience in naval propulsion spans over 50 years for both surface ships and submarines. We have developed the MT30, the world’s most powerful marine gas turbine at sea, powering the U.S. Navy’s monohull Littoral Combat Ship, and also selected by Korea and the UK for future naval programmes.

03

Ship designA Rolls-Royce designed vessel is more than just a hull design. It is a hydrodynamic, efficient vessel with diesel engines or gas turbines and all major systems fully integrated for the best performance, enabling vessels to be built anywhere in the world.

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Offshore vessels

Length : 78.7 mBreadth : 16 mDraft : 5.5 mDead weight : 3200 tSpeed : 14.7 knMain engines : 4 x 910 kW

• Medium-sized platform supply vessel• Deck area: 670 m2

• Diesel electric machinery system with thrusters or diesel mechanic version available

Rolls-Royce offers a range of ship designs for the offshore sector from its well known UT-Design™ family, launched in the mid 1970s. The range includes: platform supply vessels, anchor handling/tug/supply vessels, multipurpose service vessels and other specialised vessels.

platform supply vessels (pSV)The UT range of platform supply vessels provides excellent motion characteristics and optimised operational costs versus cargo capacity.

Ut 755 CD

Length : 90.6 mBreadth : 23 mDraft : 7.1 mDead weight : 3400 tSpeed : 17.5 knMain engines : 4 x 2765 kWBollard pull : 270 t

• Large anchor-handler tug supply vessel

• Conventional twin shaftline solution or single propeller and two Azipulls

• Heave compensated lifting crane or A-frame

anchor-handling/tug/supply vessels (ahTS)The design for AHTS vessels range from small and compact vessels to large powerful ships. They can be fitted with the world’s largest winches from Rolls-Royce, providing tremendous pull capacity.

Ut 790 WP

Multipurpose service vessels (MpSV)The UT range of multipurpose service vessels is a stable platform for challenging offshore operations and provides excellent dynamic positioning capabilities. The vessels comply with all environmental standards and are construction-friendly.

Ut 788 CD • Large multipurpose subsea construction and anchor-handling

• Combined diesel mechanical/diesel electric machinery

• Heave compensated lifting crane or A-frame

Length : 93.4 mBreadth : 22 mDraft : 6.5 mDead weight : 4700 tSpeed : 18.5 knMain engines : 2 x 7500 kW : 3 x 1600 kWBollard pull : over 300 t

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Ut 755 Cd

Ut 790 WP

Ut 788 Cd

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Ut 768 WP

Ut 830 WP

Other specialised vesselsThe UT range also includes other specialised vessels like research, cable-laying, emergency response, rescue, well stimulation, well intervention, smaller FPSOs and drilling vessels.

(Subsea construction)

(Seismic vessel)

• Subsea service platform for deep to ultra deep waters

• Diesel electric machinery with azimuth propulsion

• 2 moonpools• IMR duties, Subsea construction/

installation work, ROV operations• Module handling

• Medium-sized seismic research vessel

• Operates up to 16 streamers• Combination of RPS class and

hybrid propulsion system• Operates worldwide, Arctic to

tropical waters• Operate Sikorsky S92 helicopter

or equivalent

Length : 135 mBreadth : 30 mDraft : 8.0 mDead weight : 11800 tSpeed : 14.5 knMain engines : 6 x 4320 kW

Length : 90.20 mBreadth : 23 mDraft : 7.3 mSpeed : 16 knMain engines : 2 x 4500 kWPull @ 5 kts : up to 125 t

Coastguard, OpV and eeZ vesselsThe UT range of coastguard and EEZ (Exclusive Economic Zones) vessels comply with stringent environmental standards within specific application areas while providing optimum performance with regard to speed, fuel efficiency, comfort and ease of construction.

Ut 512 • Coastguard vessel• Suitable for a variety of tasks such as patrolling, fisheries protection, emergency standby, pollution control, salvage and towing

Length : 83 mBreadth : 15.5 mDraft (max) : 6 mDead weight : 1500 tSpeed : 18.5 knBollard pull : over 100 t

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Ut 768 WP

Ut 830 WP

Ut 512

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Fishing vessels

NVC 372 WP

Length : 75.1 mBreadth : 16 mDraft (summer) : 6.5 mSpeed : 17 knMain engines : 2 x 2560 kW Cargo hold : 2000 m3

• Stern trawler developed for fuel efficient operations through a wave piercing hull design, twin screw propulsors and HSG machinery system• Bottom and mid-water trawling• Low emission and fuel

consumption levels• Seakeeping and comfort• Gentle fish handling

The Rolls-Royce NVC-Design™ range of fishing vessels is developed to provide optimal fuel consumption, fish handling and working conditions at sea. Safe working conditions are guaranteed on an optimal freeboard, and modern fish handling solutions are included in the designs.

Stern trawlersOur designs for stern trawlers range from small and compact wet fish trawlers to large and powerful factory freeze trawlers. The vessels can be arranged with hydraulic or electric deck machinery.

NVC 372 WP

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NVC 349

Length : 63.8 mBreath : 14 mDraft : 7.2 mSpeed : 16 knMain engines : 3000 kW Cargo hold : over 1600 t

• Highly efficient purse seiner/ pelagic trawler

• Can be delivered with HSG propulsion system

• Low emission and fuel consumption levels

• Seakeeping and comfort• Gentle fish handling

pelagic trawlersOur range of pelagic vessels consists of all sizes of RSW-cooled bulk carrying vessels in addition to large factory processing freezer trawlers.

NVC 349

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naval vessels

Length : 54.4 mBeam : 9.0 mDWL : 2.4 mSpeed : 23 knots Range : 4,500 nmWeapons : 1 x 30 mm canon : 2 x 50 cal HMGBoats : 2 x 8m 45 knot rHIBs : 1 x 5m Workboat

To meet the growing demand for adapted Rolls-Royce commercial vessel designs in the global governmental market we have established a dedicated naval ship design team based in Bristol, UK. The team leverages the expertise of other ship design teams around the world and is focused on the OPV and support vessel sectors to meet the needs of Naval, Coast Guard and other government agencies for efficient and economical to build ship designs. Integrated propulsion systems include those powered by Bergen medium speed diesels and MTU high speed diesels .

patrol vesselsThe MPV55 is the smallest in a new family of patrol vessel designs prepared by Rolls-Royce for Coastguard and Navy use in patrolling EEZs.Designed to be fully compliant with MARPOL and IMO/SOLAS requirements, the vessel has extensive range and excellent operability in higher sea states.

Aviation capable 75m and 90m vessel designs are in preparation.

MPV 55

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Length : 155 m 170m 200mBeam : 24.5m 24.5m 27.5mDWL : 8.3m 8.0m 10.0mSpeed : 18 knots 18 knots 20 knots Range : 10,000nm 10,000nm 12,000nmCargo hold : 2 x NH90 2 x NH90 2 x NH90

Cargo F76 : 7,000 te 8,000 te 20,000 teF44 : 350 te 1,500 te 2,500 teFW : 250 te 250 te 2,400 te Solid : 1,200 te 500 te 1,000 te

Logistic support vesselsThe Rolls-Royce family of Logistics Support Vessels (LSV) are designed for fleet replenishment of solids and liquids (fuel, aviation fuel, water). All designs use the award-winning Environship hullform with Promas propeller/rudder and HSG propulsion systems for optimum fuel efficiency.

LSV VARIANtS

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We have the ability to integrate complex ship systems that are engineered to work efficiently together. As an integrator and a designer our aim is to get the best products together as an efficient system and design the optimum ship around them.

OFFSHORE VESSELS

NAVAL VESSELS

MERCHANt VESSELS

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Rolls-Royce has a wealth of experience in ship, propulsion and power systems design. We have designed more than 800 offshore and merchant vessels in the last 30 years, and many of them are now working in the world’s harshest environments. Investment continues in the technologies that address the need for more efficient and environmentally sustainable power and propulsion systems.

We go to great lengths to develop energy efficient hull forms and integrate them with innovative high-performance propulsion systems to minimise fuel consumption, lower maintenance costs and reduce emissions. Proven experience in using LNG as a marine fuel spans over five years, with a growing number of Rolls-Royce LNG powered ships at sea.

The breadth of our product offering enables Rolls-Royce to bring the right products together so the propulsion and ancillary systems fully match the ship owner's operating requirements. Construction and operational support is also simplified - as there is a single point of contact for service and spares.

In 2011 Rolls-Royce and Daimler joined forces to create a new marine and industrial engine joint venture through the acquisition of Tognum. The new entity brings together the well-known MTU and Bergen engine names, extending the product portfolio to include both medium-speed and high-speed diesel and gas engines.

rolls-royce, your perfect partner for efficient and cost effective systems solutions

Integrated ship systems

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Ship SySTeM

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Rolls-Royce, with the Bergen engine range is a leading developer and manufacturer of medium speed diesel and gas propulsion engines and generator sets. Since 1946 we have developed and installed thousands of units, meeting the requirements of ship owners and land-based installations for robust, reliable and economical power. In the 1980s we developed our lean burn combustion system and applied it to engines using various types of gas as fuel. This has been further refined on our latest gas engines, providing leading thermal efficiencies with high power density and low emissions.

As the marine industry is increasingly turning towards burning natural gas for propulsion, Bergen gas engines have built an unrivalled track record in powering ships, and reducing exhaust emissions of carbon dioxide, NOx, SOx and particulates.

Diesel engines are available in the 1,800 – 8,000kW power range and gas engines from 1,400 – 7,000kW.

Diesel and gas enginesgenerator sets and propulsion systems

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B32:40 BL and BV-series: Produced in 6,8 and 9 cylinder in-line, and V12 and V16 versions. Power per cylinder is 500kW at 750rpm. All have a bore of 320mm with a 400mm stroke, for powers of 3,000 – 8,000kW. The ‘Clean Design’ engines meet IMO Tier II requirements, without additional off-enginesystems.

C25:33-series: Available in 6,8 and 9 cylinder in-line versions. Power per cylinder is 330kW. All have a bore of 250mm with a 330mm stroke. Operating speeds range from 720 – 1,000rpm for powers from 1,460 – 3,000kW.They meet IMO Tier II requirements, without additional off-engine systems.

B35:40 BL and BV-series – gas: Produced in 9 cylinder in-line, and V12 versions. All have a bore of 350mm with a 400mm stroke. The power range is 3,900 – 5,250kW at 750rpm. They comfortably meet IMO Tier III requirements.

C26:33-series – gas: Available in 6, 8 and 9 cylinder in-line versions. All have a bore of 260mm with a 330mm stroke. The power range is 1,400 – 2,430kW at 900 – 1,000rpm. They comfortably meet IMO Tier III requirements.

Bergen marine enginesBergen diesel and gas engine are supplied either for mechanical transmission driving a propeller through a reduction gear, or as complete generating sets for electric propulsion or power generation. For marine gas engine installations we supply gas handling and storage systems together with a full range of equipment to provide a complete propulsion system solution.

complete diesel or gas powered propulsion systems can be designed and supplied.

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Marine engine product range

B35:40V12PG

C26:33L9PG

C26:33L8PG*

C26: 3L6PG

B35:40L9PG

0 2 4 6 8

Liquid fuel

gas

L qui f el

Engine type

B32:40V16P

B32:40V12P

B32:40L9P

B32:40L8P

B32:40L6P

C25:33L9P

C25:33L8P

C25:33L6P

MW 0 2 4 6 8

Eng

C26:3 9P

C26:33L8P

* In progress - release date to be announced at later stage

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* Bergen c26:33 gas engines have obtained united States Environmental Protection Agency (EPA) tier 3 certification.

emissionsEngine manufacturers are facing up to the challenge of increasingly strict requirements for exhaust emissions and Rolls-Royce is no exception. There is growing pressure to reduce CO

2 and IMO Tier II

regulations on NOx emissions will be superseded by much tougher Tier III limits in 2016.

Both Bergen diesel engines and Bergen gas engines are designed for marine propulsion and auxiliary duties. The B32:40 and C25:33 ‘Clean Design’ diesel engines meet IMO Tier II requirements without additional off-engine clean up. The B35:40 and C26:33 gas engines have NOx emissions lower than the strict Tier III limits with lower CO

2 equivalent

emissions.*

Bergen gas engines have been in marine service for seven years. Vessels as diverse as roro ships, feed supply vessels, ferries, tugs and offshore supply vessels are now in-service or on order with Bergen gas engines. Gas tanks and the gas supply system to the engine are established technology, within the Rolls-Royce scope of supply.

For many applications the gas engine is becoming a natural choice. CO2

equivalent emissions are reduced by 22 per cent compared with engines burning liquid fuel, NOx emissions are cut by 92 per cent, while emissions of SOx and particulates are negligible. The design of the Bergen C26:33 cuts methane slip to very low levels.

SCR Systems can be included into Rolls-Royce scope of supply.

nOx emission for Bergen engines

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Marine liquid fuel enginesRatings are according to ISO 3046-1, at maximum 45°C ambient air temperature and maximum 32°C sea water temperature. Specific fuel oil consumption is based on MDO with a net calorific value of 42.7 MJ/kg and no engine driven pumps. For each engine driven pump, there is a need to add 0.5%.

emissionsThe marine diesel engines comply with the requirements of the IMO Tier II without any external cleaning system. IMO Tier III is met by the use of a Selective Catalytic Reactor (SCR) system.

The marine gas engines comply with IMO Tier III with no need for a SCR system.

heavy fuel oil operationThe engines are designed for operation on heavy fuel oil with viscosity up to 700 cSt at 50°C ISO 8217 RMK77. Ratings will be specified subject to type of application.

Marine gas enginesThe marine gas engines give the following reductions in emissions compared with diesels IMO Tier II: 92% NOx, net 22% greenhouse gases and close to zero SOx and particulate matter. Marine gas engine ratings are according to ISO 3046-1, at maximum 45°C ambient air temperature and maximum 32°C sea water temperature. Specific fuel gas consumption excluding engine driven pumps is based on reference natural gas with Methane number above 70 and net calorific value of 36 MJ/nm3. If there are engine driven pumps, add 0.5% for each pump. Gas feed temperature is 20-40°C. Minimum gas feed pressure to Gas Regulating Unit to be 4.5 barg.

DimensionsAll dimensions are in mm. Dimensions and weights are given for guidance purposes only and are based on a typical specification. For detailed information please contact Rolls-Royce Marine AS.

general conditions for marine engines

Note : due to continuous development, some data may change without notice.

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propulsion engines - Liquid fuel

principal dimensionsCylinder diameter 250mm. Piston stroke 330mm.

Technical data

Engine type A B C D Weight Dry Engine

C25:33L6P 3170 4036 3195 1775 19650kg

C25:33L8P 3930 4796 3230 1873 23900kg

C25:33L9P 4310 5176 3230 1873 26000kg

Engine type C25:33L6P C25:33L8P C25:33L9P

Number of cylinders 6 8 9

Engine speed r/min 900/1000* 900/1000* 900/1000*

Mean piston speed m/s 10/11 10/11 10/11

Max. continuous rating (MCR) kW 1920/2000 2560/2665 2880/3000

Max. continuous rating altern. (MCR)

BHP (metric) 2610/2720 3480/3625 3915/4080

Mean effective pressure (BMEP) bar 26.4/24.7 26.4/24.7 26.4/24.7

Specific fuel consumption g/kWh 182/185 182/185 182/185

Specific lubricating oil consumption g/kWh 0.7 0.7 0.7

Cooling water temp. engine outlet oc 90 90 90

* Mdo operations dimensions given apply for rigidly mounted engines with wet sump. dry sump can be supplied upon request. Front end P.t.o. can be delivered upon request.All data subject to change without prior notice

a

B

C

D

Bergen C25:33L

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Engine type B32:40L6P B32:40L8P B32:40L9P


Engine speed r/min 750 750 750

Mean piston speed m/s 10 10 10

Max. continuous rating (MCR) kW 3000 4000 4500

Max. continuous rating (MCR) BHP (metric)

4080 5440 6120

Mean effective pressure (BMEP) bar 24.9 24.9 24.9

Specific fuel consumption g/kWh 184 184 184

Specific lubricating oil consumption

g/kWh 0.8 0.8 0.8


propulsion engines - Liquid fuel


Technical data


B32:40L6P 4390 5383 3778 1882 33200kg

B32:40L8P 5430 6423 3898 1955 40000kg

B32:40L9P 5950 6923 3899 2003 45900kg

dimensions given apply for rigidly mounted engines with wet sump. dry sump can be supplied upon request. Front end P.t.o. can be delivered upon request.All data subject to change without prior notice

a

C

D

B

Bergen B32:40L

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propulsion engines - Liquid fuelBergen B32:40V


Technical data


B32:40V12P 4951 6040 4470 2712 53700kg

B32:40V16P 6201 7698 4380 3192 62900kg

Engine type B32:40V12P B32:40V16P

Number of cylinders 12 16

Engine speed r/min 750 750

Mean piston speed m/s 10 10

Max. continuous rating (MCR) kW 6000 8000


8160 10880

Mean effective pressure (BMEP) bar 24.9 24.9

Specific fuel consumption g/kWh 184 184


g/kWh 0.8 0.8

Cooling water temp. engine outlet oc 90 90

dimensions given apply for rigidly mounted engines with wet sump. dry sump can be supplied upon request. Front end P.t.o. can be delivered upon request.All data subject to change without prior notice

a

C

D

B

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propulsion engines - gasBergen C26:33L

a

B

D

C


Technical data

Engine type a B C D Weight Dry engine

C26:33L6PG 3170 4036 3195 1748 17500kg

C26:33L8PG 3930 4796 3195 1748 20700kg

C26:33L9PG 4310 5176 3230 1842 23900kg

Engine type C26:33L6PG C26:33L8PG* C26:33L9PG


Engine speed r/min 900/1000 900/1000 900/1000


Max. continuous rating (MCR)

kW 1460/1620 1940/2160 2190/2430

Max. continuous rating (MCR) BHP (metric) 1985/2205 2675/2935 2980/3305

Mean effective pressure (BMEP)

bar 18.5 18.5 18.5

Specific energy consumption

kJ/kWh 7450/7500 7450/7500 7450/7500


Cooling water temp. engine outlet

oc 90 90 90

* In progress - release date to be announced at a later stageAll data subject to change without prior notice

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propulsion engines - gasBergen B35:40L


B35:40L9PG 5950 6943 3899 2003 45900kg

All data subject to change without prior notice

principal dimensionsCylinder diameter 350 mm. Piston stroke 400 mm.

Technical data

Engine type B35:40L9PG

Number of cylinders 9

Engine speed r/min 750

Mean piston speed m/s 10

Max. continuous rating (MCR) kW 3940

Max. continuous rating (MCR) BHP (metric) 5360

Mean effective pressure (BMEP) bar 18.2

Specific energy consumption kJ/kWh 7550


g/kWh 0.4

Cooling water temp. engine outlet oc 90

C

D

a

B

3030

propulsion engines - gasBergen B35:40V

a

B


D

C


B35:40V12PG 5080 6040 4420 2712 58000kg

Technical data

Engine type B35:40V12PG*


Engine speed r/min 750

Mean piston speed m/s 10

Max. continuous rating (MCR) kW 5700


7750

Mean effective pressure (BMEP) bar 20



g/kWh 0.4


* Fuel gas inlet only available at the flywheel endAll data subject to change without prior notice

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generating set - Liquid fuelBergen C25:33L

Technical data

Engine type A B C D E Engine** Weights Dry

Alternator

total

C25:33L6A 2799 4176 6975 1898 3195 21500kg 9985kg 31485kg

C25:33L8A 2999 4936 7935 1898 3195 27800kg 12200kg 40000kg

C25:33L9A 2999 5316 8315 1992 3230 31000kg 12200kg 43200kg

* Mdo operationsEngine** = Engine and foundationdimensions given apply for resiliently mounted engines. choice of alternator may affect the given dimensions and weights. All data subject to change without prior notice


Engine type C25:33L6A C25:33L8A C25:33L9A


Engine speed r/min 900/1000* 900/1000* 900/1000*



Max. continuous rating altern,( η = 0.96) kW 1843/1920 2457/2558 2764/2880

Max. continuous rating altern, (Cos Ф = 0.8) kVA 2303/2400 3071/3197 3455/3600


Mean effective pressure (BMEP) bar 26.4/24.7 26.4/24.7 26.4/24.7



g/kWh 0.7 0.7 0.7


oc 90 90 90

B

C

a

D

e

3232

generating set - Liquid fuelBergen B32:40L

C

aB

D

e


Technical data

Engine type A B C D E Engine** Weights Dry

Alternator

total

B32:40L6A 3340 5498 8838 2150 3905 45300kg 13300kg 58600kg

B32:40L8A 3540 6540 10080 2250 3855 50600kg 15200kg 65800kg

B32:40L9A 3315 7060 10375 2310 3855 53300kg 17750kg 71050kg

Engine** = Engine and foundationdimensions given apply for resiliently mounted engines. choice of alternator may affect the given dimensions and weights. All data subject to change without prior notice

Engine type B32:40L6A B32:40L8A B32:40L9A



Mean piston speed m/s 9.6/10 9.6/10 9.6/10

Max. continuous rating kW 2880/3000 3840/4000 4320/4500

Max. continuous rating altern, ( η = 0.97) kW 2793/2910 3724/3880 4190/4365



Mean effective pressure (BMEP) bar 24.9 24.9 24.9




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generating set - Liquid fuelBergen B32:40V

Technical data

Engine type A B C D E Engine** Weights Dry Alternator

total

B32:40V12A 4095 6366 10461 2712 4751 72616kg 29400kg 102016kg

B32:40V16A 3875 7861 11736 3194 4584 83500kg 23500kg 107000kg

Engine** = Engine and foundationdimensions given apply for resiliently mounted engines. choice of alternator may affect the given dimensions and weights. All data subject to change without prior notice


Engine type B32:40V12A B32:40V16A

Number of cylinders 12 16

Engine speed r/min 720/750 720/750

Mean piston speed m/s 9.6/10 9.6/10

Max. continuous rating (MCR) kW 5760/6000 7680/8000

Max. continuous rating altern, ( η = 0.97) kW 5587/5820 7449/7760

Max. continuous rating altern, (Cos Ф = 0.8) kVA 6983/7275 9311/9700

Max. continuous rating altern, (Cos Ф = 0.9) kVA 6207/6466 8276/8622

Mean effective pressure (BMEP) bar 24.9 24.9

Specific fuel consumption g/kWh 183/184 183/184

Specific lubricating oil consumption g/kWh 0.8 0.8

Cooling water temp. engine outlet oc 90 90

a B

D

C

e

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generating set - gasBergen C26:33L

C

Ba

D

e


Technical data

Engine type A B C D E Engine Weights Dry Alternator

total

C26:33L6AG 2799 4176 6975 1898 3195 21500kg 9985kg 31485kg

C26:33L8AG* 2999 4936 7935 1898 3195 27800kg 12200kg 40000kg

C26:33L9AG 2999 5316 8315 1992 3230 31000kg 12200kg 43200kg

Engine type C26:33L6AG C26:33L8AG* C26:33L9AG



Frequency hz 60/50 60/50 60/50



Max. continuous rating altern,( η = 0.96) kW 1401/1555 1840/2050 2102/2332



Mean effective pressure (BMEP)

bar 18.5 18.5 18.5

Specific energy consumption g/kWh 7450/7500 7450/7500 7450/7500


g/kWh 0.4 0.4 0.4


oc 90 90 90

* In progress - release date to be announced at a later stageAll data subject to change without prior notice

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total

B35:40L9AG 3315 7060 10375 1050 3855 53300kg 17750kg 71050kg

Technical data

Engine type B35:40L9AG


Engine speed r/min 720/750

Frequency hz 60/50

Mean piston speed m/s 9.6/10

Max. continuous rating (MCR) kW 3780/3940

Max. continuous rating altern, ( η = 0.97) kW 3666/3821

Max. continuous rating altern, (Cos Ф = 0.8) kVA 4582/4776


Mean effective pressure (BMEP) bar 18.2


Specific lubricating oil consumption g/kWh 0.4


c

AB

d

E



generating set - gasBergen B35:40L

3636

generating set - gas



total

B35:40V12AG 3948 6366 10306 2712 4620 66500kg 21550kg 88050kg

Technical data

Engine type B35:40V12AG


Engine speed r/min 720/750

Frequency hz 60/50

Mean piston speed m/s 9.6/10

Max. continuous rating (MCR) kW 5472/5700

Max. continuous rating altern,( η = 0.97) kW 5307/5530



Mean effective pressure (BMEP) bar 20



g/kWh 0.4


c

BA

d

E


Bergen B35:40V

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d

AZP

c

S

propulsion systems

Typical parameters for AT applications with 17 knots speed (max. speed for AZIPULL - 24 knots)

Bergen B32:40L - AZIPULL

Additional notes (*):• Mass of azimuth unit is based on minimum stem length (S)• Minimum stem length (S) can be increased in steps of 200mm for AZP100, 250mm for AZP120 and

300mm for AZP150• Length (C) and type of intermediate shaft can vary from short straight shafts to long cardan shafts

Diesel Engine technical Data Azimuth thruster technical Data Main Dimensions

A B C D S K

Engine type Engine Mass (kg)

Engine Power (kW)

Cyl. No. Engine Speed (RPM)

Azimuth type and Size

Azimuth Mass*

(kg)

Min. Prop. Speed (RPM)

Sump Length (mm)

E gine Length (mm)

Interm. Shaft* (mm)

Input Shaft (mm)

Min. Stem

Length* (mm)

Max. Prop. Dia.

(mm)

B32:40L6P 33200 2880 6 720 AZP120 45000 172 4390 5383 1750 4590 3300

B32:40L8P 40000 3840 8 720 AZP150 85000 133 5430 6422 2295 5795 4200

B32:40L9P 45900 4320 9 720 AZP150 85000 159 5950 6942 2295 5795 3900

B32:40L6P 33200 3000 6 750 AZP120 45000 172 4390 5383 1750 4590 3300

B32:40L8P 40000 4000 8 750 AZP150 85000 139 5430 6422 2295 5795 4200

B32:40L9P 45900 4500 9 750 AZP150 85000 153 5950 6942 2295 5795 4000


Technical data

3838

BERGEN B32:40L

B

A

ØK

1250

1080

Air cooler withdrawalMin 2100

1470

Note: the table shows typical data for rolls-royce twin screw propulsion systems for free running ships. The azimuth unit data are given without ice class based on standard gear ratios. The data is not binding and may change without notice.


A B C D S K

Engine type Engine Mass (kg)

Engine Power (kW)



Azimuth Mass*

(kg)

Min. Prop. Speed (RPM)

Sump Length (mm)

Engine Length (mm)

Interm. Shaft* (mm)

Input Shaft (mm)

Min. Stem

Length* (mm)

Max. Prop. Dia.

(mm)

B32:40L6P 33200 2880 6 720 AZP120 45000 172 4390 5383 1750 4590 3300

B32:40L8P 40000 3840 8 720 AZP150 85000 133 5430 6422 2295 5795 4200

B32:40L9P 45900 4320 9 720 AZP150 85000 159 5950 6942 2295 5795 3900

B32:40L6P 33200 3000 6 750 AZP120 45000 172 4390 5383 1750 4590 3300

B32:40L8P 40000 4000 8 750 AZP150 85000 139 5430 6422 2295 5795 4200

B32:40L9P 45900 4500 9 750 AZP150 85000 153 5950 6942 2295 5795 4000

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Typical parameters for Harbour Tugs with speed up to 16 knots

Bergen B32:40L6P - Rolls-Royce Azimuth thruster


A B K S

Engine type Engine Mass [kg]

Engine Power [kW]

Cyl. No.

Engine Speed [RPM]

Azimuth type And Size

Azimuth Mass*

[kg]

Bollard Pull***[tons]

Max. input power [kW]

Sump Length

[mm]

Engine Length

[mm]

Prop. Dia.

FP/CP [mm]

NominalStem

Length* [mm]

ducted FP/cP Harbour tugs other vessels

B32:40L6P 33200 3000 6 750 uS305P40 43000 108 3200 3000 4390 5383 3200 4200

ØK

S

propulsion systems

Technical data

dimensionsK Propeller diameterS Stem length

constructionFP Fixed Pitch PropellercP controllable Pitch PropellerDucted with TK-nozzleOpen without nozzle.

4040

* dry weight in metric tons of weld-in installation FP/cP propeller** the power figures in table are for ship assisting harbour tugs driven by diesel engine. the actual power figures are defined acc. to the application, prime mover, classification etc*** Estimated metric tons per two (2) units with installed engine power.All data subject to change without prior notice.


A B K S

Engine type Engine Mass [kg]

Engine Power [kW]

Cyl. No.

Engine Speed [RPM]

Azimuth type And Size

Azimuth Mass*

[kg]

Bollard Pull***[tons]

Max. input power [kW]

Sump Length

[mm]

Engine Length

[mm]

Prop. Dia.

FP/CP [mm]

NominalStem

Length* [mm]

ducted FP/cP Harbour tugs other vessels

B32:40L6P 33200 3000 6 750 uS305P40 43000 108 3200 3000 4390 5383 3200 4200

B

A

BERGEN B32:40L6

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Engine B32:40L

propulsion systems

1477

2870

1359

Air cooler withdrawal

1740

Min 2100 Min 2100

cGHL E dF

ØK

L, dismantling space for hub cylinder

3855

1250

1080

Air cooler withdrawalMin 2100

1470

4242

BERGEN B32:40L

M, P

isto

n w

ithdr

awal

2548

1250

B

A

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Engine B32:40L

Engine type Engine Power (kW)

Cyl. No.

Engine Speed (RPM)

Gear Size

Min. Prop.

Speed(RPM)

K Prop. Dia.

(mm)

Hub Size(cm)

A(mm)

B(mm)

D(mm)

E(mm)

G(mm)

H(mm)

L(mm)

Gear Mass(kg)

Prop Mass*

(kg)

Engine Mass (kg)

B32:40L6P 2880 6 720 750 130 4100 86A/41 4390 5383 2020 1650 681 737 253 10200 9000 33200

B32:40L6P 2880 6 720 1500 121 4300 94A/41 4390 5383 2353 1700 707 792 263 11500 10400 33200

B32:40L6P 3000 6 750 750 135 4100 86A/41 4390 5383 2020 1650 681 737 253 10200 9100 33200

B32:40L6P 3000 6 750 1500 126 4200 94A/41 4390 5383 2353 1700 707 792 263 11500 10200 33200

B32:40L8P 3840 8 720 750 154 4100 94A/41 5430 6422 2020 1700 707 792 263 10200 10600 40000

B32:40L8P 3840 8 720 1500 140 4300 94A/41 5430 6422 2353 1800 707 792 263 11500 11200 40000

B32:40L8P 3840 8 720 950 115 4700 102A/41 5430 6422 2775 1900 775 859 285 26250 13200 40000

B32:40L8P 3840 8 720 3000 121 4600 102A/41 5430 6422 2710 1900 775 859 285 16500 13000 40000

B32:40L8P 3840 8 720 3000-2t 87 5500 111A/41 5430 6422 2820 1950 826 936 314 19000 16800 40000

B32:40L8P 4000 8 750 750 179 3700 86A/41 5430 6422 2020 1650 681 737 253 10200 9100 40000

B32:40L8P 4000 8 750 1500 153 4100 94A/41 5430 6422 2353 1800 707 792 263 11500 11000 40000

B32:40L8P 4000 8 750 950 120 4700 102A/41 5430 6422 2775 1900 775 859 285 26250 13400 40000

B32:40L8P 4000 8 750 3000 126 4500 102A/41 5430 6422 2710 1900 775 859 285 16500 13000 40000

B32:40L8P 4000 8 750 3000-2t 90 5400 111A/41 5430 6422 2820 1950 826 936 314 19000 16600 40000

B32:40L9P 4320 9 720 1500 149 4200 94A/41 5950 6942 2353 1800 707 792 263 11500 11600 45900

B32:40L9P 4320 9 720 950 115 4800 102A/41 5950 6942 2775 1900 775 859 285 26250 14000 45900

B32:40L9P 4320 9 720 3000 121 4700 102A/41 5950 6942 2710 1900 775 859 285 16500 13800 45900

B32:40L9P 4320 9 720 3000-2t 98 5300 111A/41 5950 6942 2820 1950 826 936 314 19000 16800 45900

B32:40L9P 4500 9 750 1500 155 4200 94A/41 5950 6942 2353 1800 707 792 263 11500 11600 45900

B32:40L9P 4500 9 750 950 120 4800 102A/41 5950 6942 2775 1900 775 859 330 26250 14000 45900

B32:40L9P 4500 9 750 3000 126 4700 102A/41 5950 6942 2710 1900 775 859 285 16500 13800 45900

B32:40L9P 4500 9 750 3000-2t 102 5200 111A/41 5950 6942 2820 1950 826 936 314 19000 16600 45900

B32:40V12P 5765 12 720 950 115 5200 121A/41 4951 6286 2775 1950 885 1020 345 26250 19800 53700

B32:40V12P 5765 12 720 3000 129 4900 111A/41 4951 6286 2710 1950 826 936 314 16500 16800 53700

B32:40V12P 6000 12 750 950 120 5100 111A/41 4951 6286 2775 1950 831 936 314 26250 18200 53700

B32:40V12P 6000 12 750 3000 135 4800 111A/41 4951 6286 2710 1950 826 936 314 16500 16800 53700

B32:40V16P 7680 16 720 950 138 4900 111A/41 6200 7870 2775 2000 831 936 314 26250 19200 62900

B32:40V16P 7680 16 720 4500 133 5100 121A/41 6200 7870 2950 2000 885 1020 345 25000 21600 62900

B32:40V16P 8000 16 750 950 144 4800 111A/41 6200 7870 2775 2000 831 936 314 26250 19200 62900

B32:40V16P 8000 16 750 4500 140 4900 121A/41 6200 7870 2950 2000 885 1020 345 25000 21200 62900

B32:40V16P 8000 16 750 6000 130 5200 121A/41 6200 7870 2985 2050 910 1020 345 33000 22400 62900

G, is project specific. dimension shown is based on standard sealing length.F, Stern tube length is project specific dimension, 3000mm in this example.E, is project specific, but a minimum service space is required.All data subject to change without prior notice

Technical data

propulsion systems

4444


Cyl. No.

Engine Speed (RPM)

Gear Size

Min. Prop.

Speed(RPM)

K Prop. Dia.

(mm)

Hub Size(cm)

A(mm)

B(mm)

D(mm)

E(mm)

G(mm)

H(mm)

L(mm)

Gear Mass(kg)

Prop Mass*

(kg)

Engine Mass (kg)

B32:40L6P 2880 6 720 750 130 4100 86A/41 4390 5383 2020 1650 681 737 253 10200 9000 33200

B32:40L6P 2880 6 720 1500 121 4300 94A/41 4390 5383 2353 1700 707 792 263 11500 10400 33200

B32:40L6P 3000 6 750 750 135 4100 86A/41 4390 5383 2020 1650 681 737 253 10200 9100 33200

B32:40L6P 3000 6 750 1500 126 4200 94A/41 4390 5383 2353 1700 707 792 263 11500 10200 33200

B32:40L8P 3840 8 720 750 154 4100 94A/41 5430 6422 2020 1700 707 792 263 10200 10600 40000

B32:40L8P 3840 8 720 1500 140 4300 94A/41 5430 6422 2353 1800 707 792 263 11500 11200 40000

B32:40L8P 3840 8 720 950 115 4700 102A/41 5430 6422 2775 1900 775 859 285 26250 13200 40000

B32:40L8P 3840 8 720 3000 121 4600 102A/41 5430 6422 2710 1900 775 859 285 16500 13000 40000

B32:40L8P 3840 8 720 3000-2t 87 5500 111A/41 5430 6422 2820 1950 826 936 314 19000 16800 40000

B32:40L8P 4000 8 750 750 179 3700 86A/41 5430 6422 2020 1650 681 737 253 10200 9100 40000

B32:40L8P 4000 8 750 1500 153 4100 94A/41 5430 6422 2353 1800 707 792 263 11500 11000 40000

B32:40L8P 4000 8 750 950 120 4700 102A/41 5430 6422 2775 1900 775 859 285 26250 13400 40000

B32:40L8P 4000 8 750 3000 126 4500 102A/41 5430 6422 2710 1900 775 859 285 16500 13000 40000

B32:40L8P 4000 8 750 3000-2t 90 5400 111A/41 5430 6422 2820 1950 826 936 314 19000 16600 40000

B32:40L9P 4320 9 720 1500 149 4200 94A/41 5950 6942 2353 1800 707 792 263 11500 11600 45900

B32:40L9P 4320 9 720 950 115 4800 102A/41 5950 6942 2775 1900 775 859 285 26250 14000 45900

B32:40L9P 4320 9 720 3000 121 4700 102A/41 5950 6942 2710 1900 775 859 285 16500 13800 45900

B32:40L9P 4320 9 720 3000-2t 98 5300 111A/41 5950 6942 2820 1950 826 936 314 19000 16800 45900

B32:40L9P 4500 9 750 1500 155 4200 94A/41 5950 6942 2353 1800 707 792 263 11500 11600 45900

B32:40L9P 4500 9 750 950 120 4800 102A/41 5950 6942 2775 1900 775 859 330 26250 14000 45900

B32:40L9P 4500 9 750 3000 126 4700 102A/41 5950 6942 2710 1900 775 859 285 16500 13800 45900

B32:40L9P 4500 9 750 3000-2t 102 5200 111A/41 5950 6942 2820 1950 826 936 314 19000 16600 45900

B32:40V12P 5765 12 720 950 115 5200 121A/41 4951 6286 2775 1950 885 1020 345 26250 19800 53700

B32:40V12P 5765 12 720 3000 129 4900 111A/41 4951 6286 2710 1950 826 936 314 16500 16800 53700

B32:40V12P 6000 12 750 950 120 5100 111A/41 4951 6286 2775 1950 831 936 314 26250 18200 53700

B32:40V12P 6000 12 750 3000 135 4800 111A/41 4951 6286 2710 1950 826 936 314 16500 16800 53700

B32:40V16P 7680 16 720 950 138 4900 111A/41 6200 7870 2775 2000 831 936 314 26250 19200 62900

B32:40V16P 7680 16 720 4500 133 5100 121A/41 6200 7870 2950 2000 885 1020 345 25000 21600 62900

B32:40V16P 8000 16 750 950 144 4800 111A/41 6200 7870 2775 2000 831 936 314 26250 19200 62900

B32:40V16P 8000 16 750 4500 140 4900 121A/41 6200 7870 2950 2000 885 1020 345 25000 21200 62900

B32:40V16P 8000 16 750 6000 130 5200 121A/41 6200 7870 2985 2050 910 1020 345 33000 22400 62900

C, Length of elastic coupling is project specific .Prop mass* is based on 5m propeller shaft.M, Piston withdrawal, L type engine: 2520mm, V type engine 2350mm.Note: the table shows typical data for rolls-royce single engine propulsion systems for free running ships. The azimuth unit data is given without ice-class based on standard gear ratios.

Typical parameters for single screw cargo vessels with speeds up to 17 knots

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AZP

Bergen C25:33L - AZIPULL

Additional notes (*):• Mass of azimuth unit is based on minimum stem length (S)• Minimum stem length (S) can be increased in steps of 200mm for AZP100, 250mm for AZP120 and

300mm for AZP150• Length (C) and type of intermediate shaft can vary from short straight shafts to long cardan shafts• All data subject to change without prior notice

Diesel Engine technical Data Azimuth thruster technical Data

Main Dimensions

A B C D K S

Engine type

Engine Mass (kg)

Engine Power (kW)


Azimuth type

and Size

Azimuth Mass*

(kg)

Min. Prop.

Speed (RPM)

Sump Length

(mm)

Engine Length

(mm)

Interm. Shaft*(mm)

Input Shaft (mm)

Max. Prop. (mm)

Min.Stem

Length* (mm)

C25:33L6P 17500 1920 6 900 AZP100 30500 188 3170 4036 1490 2800 4520

C25:33L8P 20700 2560 8 900 AZP100 30500 237 3930 4796 1490 2600 4520

C25:33L8P 20700 2560 8 900 AZP120 45000 174 3930 4796 1750 3300 4590

C25:33L9P 23900 2880 9 900 AZP100 30500 248 4310 5176 1490 2600 4520

C25:33L9P 23900 2880 9 900 AZP120 45000 174 4310 5176 1750 3300 4590

C25:33L6P 17500 2000 6 1000 AZP100 30500 175 3170 4036 1490 2800 4520

C25:33L8P 20700 2665 8 1000 AZP100 30500 229 3930 4796 1490 2800 4520

C25:33L8P 20700 2665 8 1000 AZP120 45000 167 3930 4796 1750 3300 4590

C25:33L9P 23900 3000 9 1000 AZP120 45000 167 4310 5176 1750 3300 4590

Technical data

propulsion systems

4646

B

A

BERGEN C25:33L

3230

1100

1200

1590

air cooler withdrawal1375

Note: the table shows data for rolls-royce twin screw propulsion systems for free running ships. The azimuth unit data is given without ice class based on standard gear ratios.


Main Dimensions

A B C D K S

Engine type

Engine Mass (kg)

Engine Power (kW)


Azimuth type

and Size

Azimuth Mass*

(kg)

Min. Prop.

Speed (RPM)

Sump Length

(mm)

Engine Length

(mm)

Interm. Shaft*(mm)

Input Shaft (mm)

Max. Prop. (mm)

Min.Stem

Length* (mm)

C25:33L6P 17500 1920 6 900 AZP100 30500 188 3170 4036 1490 2800 4520

C25:33L8P 20700 2560 8 900 AZP100 30500 237 3930 4796 1490 2600 4520

C25:33L8P 20700 2560 8 900 AZP120 45000 174 3930 4796 1750 3300 4590

C25:33L9P 23900 2880 9 900 AZP100 30500 248 4310 5176 1490 2600 4520

C25:33L9P 23900 2880 9 900 AZP120 45000 174 4310 5176 1750 3300 4590

C25:33L6P 17500 2000 6 1000 AZP100 30500 175 3170 4036 1490 2800 4520

C25:33L8P 20700 2665 8 1000 AZP100 30500 229 3930 4796 1490 2800 4520

C25:33L8P 20700 2665 8 1000 AZP120 45000 167 3930 4796 1750 3300 4590

C25:33L9P 23900 3000 9 1000 AZP120 45000 167 4310 5176 1750 3300 4590

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Bergen C25:33L - US Azimuth thruster

propulsion systems

Typical parameters for Harbour Tugs with speed up to 16 knots


Main Dimensions

A B K S

Engine type

Engine Mass (kg)

Engine Power (kW)

Cyl. No.

Engine Speed (RPM)


Azimuth Mass*

(kg)

Bollard Pull***(tons)

Input PowerAzimuth

(kW)

Sump Length

(mm)

Engine Length

(mm)

Prop. Dia. FP/CP (mm)

MinStem

Length* (mm)

ducted FP/cP

C25:33L6P 18000 2000 6 1000 uS 25 29000 69 2000 3170 4036 2600 3800

C25:33L6P 18000 2000 6 1000 uS 25 29000 69 2000 3170 4036 2600 3800

C25:33L6P 18000 1920 6 900 uS 25 29000 67 1920 3170 4036 2600 3800

C25:33L6P 18000 2000 6 1000 uS 25 29000 69 2000 3170 4036 2600 3800

C25:33L8P 21000 2560 8 900 uS 35 37500 90 2560 3930 4796 3000 3650

C25:33L8P 21000 2665 8 1000 uS 35 37500 92 2665 3930 4796 3000 3650

C25:33L9P 24000 2880 9 900 uS305 P40 41000 97 2880 4310 5176 3000 4100

C25:33L9P 24000 3000 9 1000 uS305 P40 43000 104 3000 4310 5176 3200 4200

dimensionsK Propeller diameterS Stem length

Technical data

All data subject to change without prior noticeconstructionFP Fixed Pitch PropellercP controllable Pitch PropellerDucted with TK-nozzleOpen without nozzle.

4848

1607

40515 o

15 o

15 o

15 o

15o15o

BERGEN C25:33L8P

B

A

Bergen C25:33L - US Azimuth thruster


Main Dimensions

A B K S

Engine type

Engine Mass (kg)

Engine Power (kW)

Cyl. No.

Engine Speed (RPM)


Azimuth Mass*

(kg)

Bollard Pull***(tons)

Input PowerAzimuth

(kW)

Sump Length

(mm)

Engine Length

(mm)

Prop. Dia. FP/CP (mm)

MinStem

Length* (mm)

ducted FP/cP

C25:33L6P 18000 2000 6 1000 uS 25 29000 69 2000 3170 4036 2600 3800

C25:33L6P 18000 2000 6 1000 uS 25 29000 69 2000 3170 4036 2600 3800

C25:33L6P 18000 1920 6 900 uS 25 29000 67 1920 3170 4036 2600 3800

C25:33L6P 18000 2000 6 1000 uS 25 29000 69 2000 3170 4036 2600 3800

C25:33L8P 21000 2560 8 900 uS 35 37500 90 2560 3930 4796 3000 3650

C25:33L8P 21000 2665 8 1000 uS 35 37500 92 2665 3930 4796 3000 3650

C25:33L9P 24000 2880 9 900 uS305 P40 41000 97 2880 4310 5176 3000 4100

C25:33L9P 24000 3000 9 1000 uS305 P40 43000 104 3000 4310 5176 3200 4200

* dry weight in metric tons of weld-in installation FP/cP propeller** the power figures on table are for ship assisting harbour tugs driven by diesel engine. the actual power figures are defined acc. to the application, prime mover, classification, etc.*** Estimated metric tons per two (2) units with installed engine power.

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Cyl. No.

Engine Speed (RPM)

Gear Size

Min. Prop.

Speed(RPM)

Hub Size(cm)

Gear Mass(kg)

Prop Mass*

(kg)

Engine Mass(kg)

A(mm)

B(mm)

D(mm)

E(mm)

G(mm)

H(mm)

L(mm)

K Prop. Dia.

(mm)

C25:33L6P 1920 6 900 480 210 66A/41 3300 4300 17500 3170 4036 1610 1550 565 566 211 2900

C25:33L6P 2000 6 1000 480 222 66A/41 3300 4250 17500 3170 4036 1610 1550 565 566 211 2800

C25:33L6P 1920 6 900 550 167 72A/41 5300 5300 17500 3170 4036 1795 1550 601 671 217 3300

C25:33L6P 2000 6 1000 550 175 72A/41 5300 5200 17500 3170 4036 1795 1550 601 671 217 3200

C25:33L6P 2000 6 1000 600 180 72A/41 5800 5100 17500 3170 4036 1812 1550 601 671 217 3200

C25:33L8P 2560 8 900 550 195 72A/41 5300 5700 20700 3930 4796 1795 1550 601 671 217 3200

C25:33L8P 2665 8 1000 550 208 72A/41 5300 5600 20700 3930 4796 1795 1550 601 671 217 3100

C25:33L8P 2560 8 900 600 185 72A/41 5800 5700 20700 3930 4796 1812 1550 601 671 217 3300

C25:33L8P 2665 8 1000 600 197 72A/41 5800 5700 20700 3930 4796 1812 1550 601 671 217 3200

C25:33L8P 2560 8 900 750 145 79A/41 10200 7100 20700 3930 4796 2020 1600 640 677 237 3800

C25:33L8P 2665 8 1000 750 160 79A/41 10200 6900 20700 3930 4796 2020 1600 640 677 237 3600

C25:33L9P 2880 9 900 600 200 72A/41 5800 6100 23900 4310 5176 1812 1600 601 671 217 3300

C25:33L9P 3000 9 1000 600 212 79A/41 5800 6300 23900 4310 5176 1812 1550 640 677 237 3200

C25:33L9P 2880 9 900 750 145 86A/41 10200 8100 23900 4310 5176 2020 1650 681 737 253 3900

C25:33L9P 3000 9 1000 750 160 79A/41 10200 7400 23900 4310 5176 2020 1650 640 677 237 3700

Technical data

G, is project specific. dimension shown is based on standard sealing length.F, Stern tube length is project specific dimension, 2500mm in this example.E, is project specific, but a minimum service space is required.C, Length of elastic coupling is project specific.Prop mass* is based on 4m propeller shaft.

Typical parameters for single screw cargo vessels with speeds up to 17 knots


CghL e DF

ØK

L, dismantling space for hub cylinder

Bergen C25:33L

propulsion systems

5050

3230

1100

1200

1590

air cooler withdrawal1375


Cyl. No.

Engine Speed (RPM)

Gear Size

Min. Prop.

Speed(RPM)

Hub Size(cm)

Gear Mass(kg)

Prop Mass*

(kg)

Engine Mass(kg)

A(mm)

B(mm)

D(mm)

E(mm)

G(mm)

H(mm)

L(mm)

K Prop. Dia.

(mm)

C25:33L6P 1920 6 900 480 210 66A/41 3300 4300 17500 3170 4036 1610 1550 565 566 211 2900

C25:33L6P 2000 6 1000 480 222 66A/41 3300 4250 17500 3170 4036 1610 1550 565 566 211 2800

C25:33L6P 1920 6 900 550 167 72A/41 5300 5300 17500 3170 4036 1795 1550 601 671 217 3300

C25:33L6P 2000 6 1000 550 175 72A/41 5300 5200 17500 3170 4036 1795 1550 601 671 217 3200

C25:33L6P 2000 6 1000 600 180 72A/41 5800 5100 17500 3170 4036 1812 1550 601 671 217 3200

C25:33L8P 2560 8 900 550 195 72A/41 5300 5700 20700 3930 4796 1795 1550 601 671 217 3200

C25:33L8P 2665 8 1000 550 208 72A/41 5300 5600 20700 3930 4796 1795 1550 601 671 217 3100

C25:33L8P 2560 8 900 600 185 72A/41 5800 5700 20700 3930 4796 1812 1550 601 671 217 3300

C25:33L8P 2665 8 1000 600 197 72A/41 5800 5700 20700 3930 4796 1812 1550 601 671 217 3200

C25:33L8P 2560 8 900 750 145 79A/41 10200 7100 20700 3930 4796 2020 1600 640 677 237 3800

C25:33L8P 2665 8 1000 750 160 79A/41 10200 6900 20700 3930 4796 2020 1600 640 677 237 3600

C25:33L9P 2880 9 900 600 200 72A/41 5800 6100 23900 4310 5176 1812 1600 601 671 217 3300

C25:33L9P 3000 9 1000 600 212 79A/41 5800 6300 23900 4310 5176 1812 1550 640 677 237 3200

C25:33L9P 2880 9 900 750 145 86A/41 10200 8100 23900 4310 5176 2020 1650 681 737 253 3900

C25:33L9P 3000 9 1000 750 160 79A/41 10200 7400 23900 4310 5176 2020 1650 640 677 237 3700

Note: the table shows typical data for rolls-royce single engine propulsion systems for free running ships. The azimuth unit data are given without ice class based on standard gear ratios.

1850

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a

Bergen C25:33L

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hybrid and electric propulsion systems

By moving to hybrid or electric propulsion, owners have in-built flexibility that can not only reduce emissions and optimise fuel consumption, but they are lighter and take up less space, with lower noise and vibration levels and reduced maintenance costs.

We optimise the system to match the vessels operating profile, the main designs are illustrated.

Electric systems are normally transformer-less with variable frequency motors on fixed frequency networks. This means they can also accommodate a battery power supply and can be plugged into a shore connection of variable frequency.

We select the best components from our broad supplier base and deliver a complete package. This approach relieves the shipbuilder of much of the technical risk and managing multiple equipment suppliers.

SaVe LinePlatform supply, multi-purpose, emergency response/rescue, coastguard and research vessels.

A traditional diesel-electric propulsion system already supplied to over 130 vessels operating today.

Uses active front end (AFE) technology for more stable clean voltage and fast response to load control changes.

The number of generators installed is dependent on the total shipboard power requirements and the vessel's operating profile. Those running is dependent on the power required. When transiting at slow speed or in stand-by mode with a reduced power demand, some engines can be turned off.

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SaVe CubePlatform supply, multi-purpose, emergency response/rescue, coastguard and research vessels.

SaVe StepPower intensive ships - small cruise, diving support, platform supply, construction support, jack-up and well intervention vessels. and research

The latest generation system designed with a single integrated drive-switchboard for the whole vessel.

All frequency convertors, drives and switchboards are housed in a single cabinet for a significantly smaller footprint. A single cabinet is simpler to cool and has fewer connections. It is therefore much easier to install, many more connection terminations are done at the factory.

Additional battery power is available for slow speed transits in harbour or for peak power load smoothing. All engines can operate at variable speeds to maximise their efficiency for the required power. Engine speed will automatically be adjusted to the power being demanded in the most fuel efficient way.

Similar to the SAVe Line system but specifically designed for vessels with over 20MW of installed generated power. The main difference is the incorporation of transformers to step-down the voltage. The system uses high voltage (3-11kV) on the main switchboard and generators and low voltage on the consumers and distribution. Combined pulse (12, 18 or 24 pulse) and step-down transformers can be used in combination with pulse drive units. Alternatively, the system can be based on AFE drive units, therefore only step-down transformers are used and all the advantages of the SAVe Line system with AFE are realised in the most fuel efficient way.

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SaVe CombiTugs, Pelagic trawlers, fishing vessels

hybrid (Bypass hybrid generator)Fishing, coastal, offshore vessels

Not as sophisticated as the hybrid shaft generator (HSG) system. It is an ideal option for power conversions, as the vessels existing electrical machines and switchboards can be retained and do not have to be Rolls-Royce supply. Fixed speed is required on the diesel when generating power for the switchboard.

An AFE drive is installed between the shaft-generator and the switchboard. This provides additional power when used with the main engine and provides full variable speed electric propulsion when the main engine is stopped, for slow speed/standby modes or as an emergency/take-me-home system.

To update to the HSG concept, requires a special motor and switchboard.

Conventional hybridFishing, platform supply, construction vessels

Has the simplest systems architecture with a separate generator and electric motor. The generator is normally mounted on the front of the main diesel with a standard electric motor on the gearbox. Main engine can operate as a generator set for high power requirements. When less power is required the auxiliary generator set can provide the hotel load and sufficient power for slow speed cruising.

As its name suggests this system is made up of a variety of building blocks and can be designed to almost any desired systems architecture for operation in a wide variety of modes. One cabinet performs the task of several power functions and drives. The compact design reduces footprint size to save space and weight.

Systems architecture can accommodate: Hybrid shaft generator (PTP/PTI), Battery energy storage for load smoothing/operation, shore connection, winch drive or power for any other electrical equipment.

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hybrid Shaft generator (hSg) Fishing, platform supply, coastguard, coastal vessels

Uses AFE technology so fixed engine rpm is not required when operating the shaft generator. The switchboard sees a constant voltage and frequency, and the correct phase angle to match the other generator sets running in parallel. Propeller and engine efficiencies can be maximised by ensuring they are running at their most efficient point. The ability to reduce engine rpm to match the vessel's overall power requirements significantly reduces fuel consumption and emissions.Upgrading existing systems to HSG is normally straightforward with a short payback time.

Boost mode – for maximum speed This mode is selected for maximum speed and harnesses most of the ship’s power, including output from the auxiliary generator sets for propulsion. The shaft generator is operating as a motor with an output of 2,500 kW running in parallel with the 6,000 kW main diesel engine at 750 rpm. This gives a total power of 8,500 kW on the propeller shaft.

HSG solution provides lower fuel consumption and less emissions.

D esel / gas eng ne

GG

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HSG

drv

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M

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Diesel-electric mode – for efficient lower speedsTwo auxiliary gensets are running at 50 per cent power providing 900 kW each to the system. 300 kW is used for hotel loads and 1,500 kW is available for propulsion. In this mode, the shaft generator is running as a motor with the HSG system controlling the shaft speed.

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parallel mode – for excess power This is a new efficient way of running two engines, where the power required for propulsion and hotel loads exceeds that available from the generator sets alone. The shaft generator is feeding 500 kW into the eletrical system in parallel with one auxiliary generator. The HSG system keeps the frequency fixed at 60 HZ even if the main engine is running at around half power with variable speed.

Transit mode – for optimum efficiency This mode is used to optimise propeller efficiency for the required speed. The main engine runs at variable speed with the shaft generator supplying the ship’s electrical needs. Therefore, both auxiliary generators can be shut off.

Shore connection mode – for lower fuel consumption When the ship is in harbour it has the possibility for connecting to the normal shore power and frequency (50Hz). The HSG converts the frequency to the ship power system which is 60 Hz. It can also avoid “black-out” during changeover from shore to ship power. There is no need to run any of the auxiliary gensets, which will save fuel and reduce emissions. In addition, noise and vibration levels onboard are reduced to a minimum.

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Mode shiftingSimply shifting modesA challenge with complex hybrid systems is that changing operating modes can be complicated. The newly developed Rolls-Royce ACON mode shift system automates the process, so that with a single keystroke on the bridge the captain can shift from one mode to another. Optimal and economic operation also requires an overview of the ship systems, so the captain and the engineers need to see how efficiently the systems and equipment are working. Here, the ACON economy picture provides the basis for optimisation, or indicates the need to move to a different mode. Combining these products with a Rolls-Royce power and propulsion system gives a unique combination of user-friendliness and flexibility, not only when the vessel is new, but also later in life, when the operating profile may well have changed.

power overviewThe ACON mode shift system provides a view of the power available on the main busbar (green) for major power consumers like thrusters (orange).

economyShows fuel consumption for main and auxiliary engines. By using the speed of the vessel and distance travelled fuel consumption per nautical mile is calculated.

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Gas turbinesRolls-Royce pioneered the use of aero-derivative gas turbines for ship propulsion back in the 1950s. Gas turbines are exceptionally power dense, enabling significant amounts of power to be placed in small spaces, and have therefore been selected to power yachts, hydrofoils, naval vessels and hovercraft.

With over 1000 gas turbines in naval service, Rolls-Royce is continuing its tradition of transforming successful aero gas turbines into marine engines. The 36MW MT30 that uses Trent aero engine technology, is meeting the growing power requirements of future naval programmes in both mechanical and electric drive. Smallest of the range, the MT7, weighing just 441kg delivers 4 – 5MW and has been selected to power the US Navy’s new Ship-to-Shore Connector hovercraft.

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gas turbines

(ratings at sea level with 5” and 10” exhaust losses, 40% relative humidity, 100ºF inlet temperature, enclosure ventilation, and generator and gearbox losses)

Rolls-Royce pioneered the use of aero-derivative gas turbines in marine propulsion, primarily for naval vessels. Today more than 20 navies use our marine gas turbines and are benefiting from our ongoing investment that brings the latest aero technology to the marine market.

AG9140 generator setThe AG9140 uses the 501-K34 gas turbine, derived from T56 that powers the C130 Hercules, and is the US Navy’s on-board ship generator. The 501-K34 is in service on three US Navy ship classes and with the South Korean navy and Japan’s Maritime Self-Defence Force. More than 200 AG9140 units have been delivered for the DDG51 program. The later units feature redundant independent mechanical start using the A250-KS4 mechanical starter, enabling a black ship start from two 12volt batteries.

Technical data

Power (kW) Weight (kg) Dimensions (m)LxWxH

turbine speed (rpm)

Generator speed (rpm)

3000 29710 8.66 x 2.38 x 3.38 14600 1800

Key features:• Lightweight and modular• Local or remote control• MIL-G-22077 qualified• Shock tested to MILS-901D

• Mechanical starter for black ship start• Full Authority Digital

Control (FADC)

All data subject to change without prior notice.

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(ratings at sea level with 6” inlet and 10” exhaust losses, 40% relative humidity, 100ºF inlet temperature, enclosure ventilation, and generator and gearbox losses)

RR4500 generator setThe RR4500 core is the MT5S engine, a single shaft, high-pressure ratio gas turbine with a fourteen-stage axial compressor and boost compressor module. A four-stage turbine is supported on a roller bearing structure for optimum reliability. The combustor is similar to the energy parent design ensuring the RR4500 has an exceptionally low emissions signature. All prime auxiliary systems are driven from the on-engine gearbox.

It powers the US Navy’s DDG-1000 multi-mission destroyers and has been designed to meet all US Navy requirements.

Technical data

Power (kW) Weight (kg) Dimensions (m)LxWxH

turbine speed (rpm)

Generator speed (rpm)

39004300 (int) 51392 9.73 x 3.11 x 4.36 14600 1800

Key features:• Designed to meet

MIL-S 901D shock• Electric start• Minimal structural

borne noise

• Local or remote control• Full Authority Digital

Control (FADC)• No post shutdown restart

restrictions


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Mt7 marine gas turbineThe compact MT7 incorporates the latest in gas turbine technology for a market leading power to weight ratio with excellent fuel efficiency and performance retention. It is a member of the AE aero engine family that has accumulated over 48 million operating hours and shares common core architecture with the AE1107C that powers the V22 Osprey tilt-rotor aircraft. Cold end drive, twin-shaft axial design makes it a lightweight yet powerful unit .

MT7 is well suited to a variety of system configurations offering ship designers and builders increased flexibility in terms of propulsion system layout, and can be configured for either mechanical or electrical drive.

It has been selected to power the US Navy’s new Ship-to-Shore Connector (SSC) hovercraft built by Textron Marine & Land Systems.

Technical data

Power (kW)

Weight Unpackaged

(kg)

Length (mm)

Diameter (mm)

turbine speed (rpm)

4 - 5 441 1500 877 15000

Key features:• Compact and powerful• Capable of meeting the

requirements of hovercraft and ship propulsion

• Shares common core architecture with the AE1107C aero engine

• Member of the AE engine family, over 4,500 delivered with 48 million plus operating hours

• Low-cost performance upgrades available for more power or extended life


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Mt30 marine gas turbineThe MT30 integrates the very latest in marine gas turbine technology to give operators of gas turbine powered vessels efficiency and reliability in a compact package with a market leading power-to-weight ratio.

Designed with 50 to 60 per cent fewer parts than other aero-derived gas turbines in its class, to minimise maintenance costs, the MT30 has a twin-spool, high-pressure ratio gas generator with free power turbine. It maintains operating efficiency down to 25MW and can be configured in either mechanical, electrical or hybrid drive configurations.

2008 marked the entry into service of the MT30 powering the US Navy’s first of class littoral combat ship, USS Freedom.

Technical data

Power (kW)

Weight (kg)

Dimensions (m) LxWxH

Output shaft (rpm)alternator drive

Output shaft (rpm) mechanical

drive

36MW or 40MW

flat rated to 38°c

6500 unpackaged

30000 packaged*

8.7 x 2.66 x 3.63000 (50Hz)

3600 (60Hz)3300

Key features:• Excellent performance retention and no power loss between overhauls • Member of the aero Trent engine family• Minimal number of off-package modules allows easy integration

into machinery rooms• Over 40% thermal efficiency• Modular design for simplified engine maintenance• Low airborne and structural noise signature• ABS, Lloyds and DNV Certified

* dependent on options All data subject to change without prior notice.

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Azimuth thrustersRolls-Royce is a global leader in the supply of azimuth thrusters. In an azimuth thruster the propeller rotates 360° around the vertical axis so the unit provides propulsion, steering and positioning thrust for superior manoeuvrability. Designs have been developed for propulsion and dynamic positioning in response to market requirements. As a result there is a design available to suit virtually any application. Simple and robust construction provides high operational reliability together with simple maintenance for low through life costs. Units can be supplied for diesel or electric drive together with a remote control system.

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azimuth thruster range

US type

Contaz

Swing-up/Combi

RetractableUL type

Azipull

Underwater MountableUUC type

Powers: 250 - 3700kW

Powers: 900 - 5000 kW

Powers: 3000 - 6500kW

Powers: 2200 - 3700kW



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Technical data

Fixed mounted thrusters The Rolls-Royce US range comprises standard Z-drive units with input powers from 250 – 3,700kW to deliver a bollard pull for tug applications ranging from 11 to over 120 tonnes. Modular design allows the configuration, mounting type and size to be closely matched to user requirements. They are available with contra-rotating propellers for high propulsive efficiency with shallow draft or FP/CP propellers, open or ducted, with diameters to suit the vessel application Mounting optionsWeld in spider: The thruster is mounted in two stages: upper assembly with the hull fitting is raised/lowered into position and welded in place. The underwater assembly is then bolted to the thruster. Weld in basic: The upper assembly is welded into the hull. The propeller unit is then bolted to the upper section.Bolt-in, top mounted: The casing plate is welded into the hull. The complete thruster unit is lowered onto the casing flange and bolted into position.

thruster type

Max Input Power (kW)

Input speed (rpm)

Weight (t) Bollard pull two units (t)

Prop. Dia (mm)

US 55-P4 330 1500 - 2100 1.9 11 1050

US 105-P6 480 1500 - 1800 3.6 17 1300

US 105-P9 725 1000 - 1800 6 24 - 25 15001600

US 155-P12 904 - 1065 750 - 2000 9.5 - 11 29 - 35 16001800

US 155-P14 445 - 1280 750 - 2000 11.5 - 12.5 37 - 42 18002000

US 205-P18 1500 750 - 1800 18 51 2200

US 20 1920 750 - 1800 19 - 20 61 - 63 23002400

US 25 2470 750 - 1800 29 - 30 79 - 82 2600 2800

US 35 2790 750 - 1800 36 - 37.5 88 - 92 + 2800 3000

US 305-P40 3050 - 3200 750 - 1600 41 - 43 98 - 106 + 3000 3200

US 355 3700 720 - 1200 54 - 56 120 - 125 32003500

For performance predictions please contact rolls-royce.

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Contaz® thrusters The Contaz® azimuth thruster range with contra-rotating propellers provide high propulsive efficiency and reduced vibration with shallow draught. Efficiency gains can be in the region of 10 – 15 per cent over conventional azimuth thrusters. The aft propeller regains some of the energy losses in the stream as well as significant rotational losses, therefore there is a lower installed power requirement that can release space on board and lowers fuel consumption. Contaz units have a range of stem lengths and are ideal for passenger/car ferries and vessels operating in regions or rivers with draught restrictions.

Model variations• Each unit custom designed to

suit the vessel• Select from a wide range of

stem lengths• Reduction ratios optimised for

application

Technical data

thruster type


Input speed (rpm)

Dry wt* (t) Max Prop. Dia (mm)

CONtAZ 15 2200 750 - 1200 3.2 3200

CONtAZ 25 3000 750 - 1200 5 3700

CONtAZ 35 3700 750 - 1200 7.3 4200

*dry weight at shortest stem length All data subject to change without prior notice

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Technical data

azipull thrustersThe Rolls-Royce Azipull is a low drag, high efficiency pulling thruster that provides both steering and propulsion. It combines the advantage of the pulling propeller with the flexibility of using almost any type of drive to suit specific vessel requirements. Azipull thrusters are designed for continuous service speeds up to 24 knots, while maintaining excellent manoeuvrability. They offer high hydrodynamic and fuel efficiency with low noise and vibration levels. A substantial rudder area delivers excellent course stability. Azipull units also allow the aft end of the hull to be optimised for minimum resistance and simplified construction.

Model variations• All Azipull units are available with CP or FP propellers and can be delivered with remote control systems.

thruster type Power MCR (kW)

Input speed (rpm)

Dry wt (kg)

Prop. Dia (mm)

AZP085 900 - 1600 1200 - 2000 13000 1900 - 2300

AZP100 1400 - 2500 720 - 1800 31000 2300 - 2800

AZP120 1800 - 3500 720 - 1200 45000 2800 - 3300

AZP150 3000 - 5000 600 - 1000 85000 3300 - 4200


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Technical data

underwater mountable thrusters A robust, heavy-duty L-drive azimuth thruster specifically designed for extended and reliable DP operation on offshore rigs and drillships. Compact construction affords advantages for mounting at the shipyard and during maintenance. UUC models have two ways of connecting the lifting wires for underwater removal and mounting. From inside the ship to the thruster flange or externally to the lifting lugs on the thruster flange. Fixed and controllable pitch propeller options are available with closed loop hydraulics.

Mounting options• USE models for

installation in dry conditions, mounting direct to the hull or a container

• USL models with bottom well and foundation for vertical drive motor. Wet mounting from the top through a wet casing

thruster type MCR(kW)

Input Speed(rpm)

Prop. Dia (mm)

UUC 305 3200 7203000

3200

UUC 3553800 720

35004000 750

UUC 4054600 720

38004800 750

UUC 4455200 720

41005500 750

UUC505 6500 6004200

4500


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Technical data uL

Technical data uLe

The retractable range uses components from the Rolls-Royce standard azimuth thruster range and provides fast hydraulic lifting and lowering of the unit, enabling it to retract into the hull when not in use, reducing the vessel’s drag. The UL models are designed for horizontal drive with automatic drive shaft disconnection system. ULE models are designed for vertical drive. Both are available with CP or FP propellers.

The lifting and lowering is activated by a push button on the bridge. Unlocking/locking in position and the engagement of the drive shaft coupling is automatic.

Drive shaft arrangementA complete assembly with a solid shaft including bearings and a remote controlled clutch and a flexible coupling for prime mover.

thruster type


Input speed (rpm)

Dry wt (t)

Prop. type Prop. dia (mm)

UL 601 440 1500 - 1800 6 FP 1300

UL 901 660 1000 - 1800 12 FP 1600

UL1201 880 750 - 1800 16.5 FP / cP 1800

UL 1401 1200 750 - 1800 24 FP / cP 2000

UL 2001 1500 750 - 1800 27.5 FP / cP 2300

UL 255 2200 900 - 1800 47 FP / cP 2800

UL 305 3000 750 - 1600 66 FP 3000

UL 355 3700 720 - 1200 97 FP 3500

thruster type


Input speed (rpm)

Dry wt (t)

Prop. type Prop. dia (mm)

ULE 1201 880 1000 21 FP 1800

ULE 2001 1500 720 - 1800 32 FP / cP 2300

ULE 255 2200 720 - 750 43 FP 2800

UL 355 3700 720 - 1200 97 FP 3500



retractable thrusters

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tCNS/tCNC range - In the lowered position these thrusters act as azimuth thrusters, vectoring thrust in any desired direction for propulsion or station keeping.

When raised it swings-up into a garage so that nothing extends below the ships baseline. Combi units swing- up into a specially shaped recess in the hull so it can function as a tunnel thruster in the raised position, and as an azimuth thruster when lowered. They also function well as a ‘get you home’ emergency propulsor.

Options• Available in powers from 880 to 3,000kW • Suitable for electric or diesel drive• FP or CP propellers

Swing-up/Combi thrusters

Unit type Max. power (kW)

Input speed (rpm)

Weight (kg) Main dimensions (mm)

thruster w/ steering gear

+ Hull Module

A Width

BLength

C Prop dia.

DStem Length

tCNS/tCNC 73/50 -180 880 1800 9500 10000 2529 2050 1894 2500

tCNS/tCNC 92/62 -220 2000 1800 17000 17000 2810 2856 2228 3127

tCNS/tCNC 120/85 -280* 3000 720 - 750 45000 50000 4238 3575 2800 4000

tCNS/C 075 1000 1500 - 2000 11100 16200 2670 2235 1700 5655**

tCNS/C 100 2000 1500 - 1800 19400 29100 2900 2807 2200 4246**

* delivery upon special request** From top of hull module

Technical data

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tCNS/C range – These units can be rapidly swung down and incorporate an improved nozzle design with the thruster lower section angled 5° downwards when fully deployed. This offset directs the propeller slipstream to limit the Coanda effect, which can reduce effective thrust. The angle of tilt can be manually increased by 3.5° to obtain the best thruster performance match to the hull.

Units are supplied complete with a small hull module carrying all the lifting, locking, steering and transmission systems. This weld-in module has a small footprint and can be trimmed by the yard to suit the installation. The yard provides the rest of the garage so it can be designed to match the hull lines.

Features• High bollard pull• Integral hull mounting module • CP or FP propellers

Unit type Max. power (kW)

Input speed (rpm)

Weight (kg) Main dimensions (mm)

thruster w/ steering gear

+ Hull Module

A Width

BLength

C Prop dia.

DStem Length

tCNS/tCNC 73/50 -180 880 1800 9500 10000 2529 2050 1894 2500

tCNS/tCNC 92/62 -220 2000 1800 17000 17000 2810 2856 2228 3127

tCNS/tCNC 120/85 -280* 3000 720 - 750 45000 50000 4238 3575 2800 4000

tCNS/C 075 1000 1500 - 2000 11100 16200 2670 2235 1700 5655**

tCNS/C 100 2000 1500 - 1800 19400 29100 2900 2807 2200 4246**

Swing-up thrusters

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PropellersRolls-Royce is a world leader in propeller design and supplies controllable pitch propellers, fixed pitch propellers, and the innovative adjustable bolted propeller. Unlike other propulsor designers we have our own hydrodynamics research centre, equipped with two cavitation tunnels. In over 40 years of operation the centre has tested around 1,400 propellers and waterjet pumps to perfect and prove the design. Rolls-Royce propellers deliver good fuel economy, low vibration and noise levels and minimal cavitation.

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Controllable pitch propellersA wide range of hub sizes is available for powers from around 500kW up to 75MW for both four and five bladed propellers.

The Kamewa CP-A controllable pitch hub is an evolution of XF5 system, renowned for its high reliability and blade bearing arrangement designed to avoid peak pressures and cavitation. Compared to its predecessor, the CP-A offers a 20 per cent improved power-to-weight ratio, a significant increase in efficiency and a blade foot with decreased exposure to cavitation. Propellers can be supplied with four or five blades of high skew or moderate skew type, conventional or nozzle design. The propeller is also available as full feathering.

the cP-A hub is designed for improved efficiency, strength and cavitation properties.

computational fluid dynamics (cFd) and cavitation tank testing were used to refine the contours of the propeller hub and blade roots for optimum performance.

Key features:• Two main hub types are avaliable:

'standard' for speeds below 30 knots and 'H' for speeds above 30 knots

• The CP-A hub offers normal pitch control and can be supplied with full blade feathering for reduced

drag when not driving• Bronze or stainless steel blades

and hub can be specified• Open water, nozzle, and

ice-class options• Full US Mil-Spec shock versions

are avaliable

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System D-F: the oildistribution box is mounted on the forward end of the reduction gearbox. Additional intermediate shafts can be arranged between the propeller shaft and the gearbox.

System D-M: A separateshaft carries the oildistribution box, andadditional intermediateshafts can be arrangedbetween the propellershaft and the od box shaft.

System I: oil distributionintegrated within thereduction gearbox, alsopart of rolls-roycesupply.

Oil distribution systemsKamewa CP propellers are available with three types of oil control system, to match most vessel requirements.

Reduction gearbox

OD box in front of gear

OD box in shaftline

Oil distribution integrated in reduction gear

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Fixed pitch propellersPropeller designs are matched to the vessel's hull and its operating profile. The characteristics of our Bird Johnson and Kamewa range of propellers are good fuel economy, low vibration/noise levels and no harmful cavitation.

rolls-royce provides a complete package• Custom designed for the vessel• Monobloc and fixed bolted propellers of moderate or high-skew designs

for both open and nozzle applications• Shafting with stern tube, bearing, seals etc• SKF Propeller sleeve mounting, if required• Full shaft calculations, including whirling and alignment• Performance guarantees • Promas optimised

SKF propeller sleeve mountingPropellers can be supplied with the SKF propeller sleeve. It is a keyless high-grade steel sleeve with a cylindrical exterior and tapered interior that simplifies propeller removal and mounting. It offers considerable cost savings in terms of downtime, maintenance and repairs, and allows full interchangeability with a spare propeller. The SKF propeller sleeve also speeds up the installation process, eliminating match making or gauges.

Monobloc FPPs are supplied with four, five and six blades.

the SKF propeller sleeve simplifies propeller removal and installation.

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adjustable bolted propellersThe adjustable bolted propeller (ABP) allows the most efficient blade matching for optimum efficiency while simplifying installation. It uses a hollow hub with four, five or six blades bolted to it from the inside. The special bolts used to attach the blades require only simple hand tools. Slotted holes in the hub allow the blade pitch angle to be adjusted in service to compensate for variations in hull resistance through life. The propellers overall weight is reduced for easier shipment, handling and mounting. Individual blades can be replaced without drydocking.

Key features:• Spare propeller not needed• Stainless steel or NiAl-bronze blades

• Slotted holes for step-less blade pitch adjustment

• Hollow hub reduces weight and extends bearing life

• Blade change possible without drydocking using simple hand tools

• Four to six blades

Blades are attached with special bolts using only hand tools.5 Blade ABP.

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lWaterjets

The Rolls-Royce Kamewa waterjet range is the broadest in the business. Manufactured in aluminium and stainless steel, they are available in powers from 50kW to above 36MW. Using the latest design techniques unit size, weight and life-cycle costs have been reduced. The waterjet has many advantages over the propeller for high speed vessels. They provide higher speeds with the same power, or substantially lower fuel consumption at a constant speed and lower power.

At constant rpm, a Rolls-Royce waterjet absorbs approximately the same power regardless of the ship’s speed. The engine cannot be overloaded, which means less engine stress and longer service life. Waterjets produce less noise and vibration than propellers. At speeds over 20 knots it can be by as much as 50 per cent. No reversing gearbox is required and craft can stop in a few lengths, turn on the spot and even manoeuvre sideways. Interceptor trim tabs are used to achieve the optimum trim and list angle when operating and help the vessel achieve the best possible speed and comfort. A compact system is available for FF and A3 aluminum waterjets.

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Key features:• Best propulsive efficiency on the market • Superior manoeuvrability at all speeds• Low noise and vibration levels• Engineered for low life cycle costs

Waterjet range

FF-seriesMedium and small-sized aluminium waterjets with axial flow technology, with aluminium inlet duct/hydraulics.Powers:260 - 2000kW

Kamewa A3-seriesMedium-sized waterjets with stainless steel mixed flow pump technology with aluminium inlet duct/hydraulics.Powers:450 - 2600kW

Kamewa S3-seriesMedium and large stainless steel waterjets with mixed flow technology and optimised inlet duct design for a high degree of customisation.Powers:800 - 41000kW

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FF-seriesThe Kamewa FF-series waterjets are manufactured from strong, corrosion resistant materials. Impeller, shaft and steering/reversing rods are made of stainless steel and all other components are aluminium for maximum strength and lightweight. Seagrade aluminium is used to manufacture the inlet duct, so it can be directly welded into the hull when required. The pump is a single-stage axial flow design, providing a high volume flow with good pulling thrust at lower speeds. Waterjets in the FF-series do not normally require a reduction gear.

All FF-series waterjets can be supplied as a booster unit without steering and reversing gear. The new FF jet models incorporate improvements to pumps, reversing buckets and steering nozzles and deliver the best size/weight-ratio in their class.

Waterjetsize

Dimensions (mm) Power(kW)*

Weight (kg)

A B C F G Dry wt. EW**

FF-240 410 574 855 885 400 260 124 25

FF-270 430 541 1060 816 551 370 155 28

FF-310 520 651 1203 1065 626 500 242 40

FF-340 650 700 1070 1107 676 530 270 52

FF-37 750 724 1660 911 1144 585 380 138

FF-41 860 803 1943 1049 1338 735 485 170

FF-45 880 846 1827 1114 1081 885 520 209

FF-500 950 970 2200 1333 1525 1100 840 350

FF-550 1100 1045 2400 1265 1963 1390 960 395

FF-600 1150 1150 2800 1552 1863 1800 1325 495

FF-67 1280 1287 3220 1592 1920 2000 1545 703

*classification power. Higher sprint powers can be confirmed case by case** Entrained water inside transom


Technical data

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a3-series All Kamewa A3-series waterjets are supplied with an integrated and high performance aluminium inlet duct, with the hydraulic valve block and pipework mounted on it for simple and cost effective installation. The compact reversing bucket is one of the most efficient available, and delivers around 70 per cent of forward thrust for quick stopping. A new stainless steel steering nozzle minimises hydrodynamic losses and noise levels while providing superior speed in turns. The A3-series offers seven different water outlet nozzle diameters to provide a balance to the waterjet speed, and five different impeller blade pitch angles for fine adjustment of the rpm for optimum performance.

Waterjet Dimensions (mm) Max. power(kW)*

Weight (kg)

A B C E F G Dry wt. EW**

A3-25 600 600 1200 266 1038 577 450 247 40

A3-28 672 672 1344 297 1132 686 570 346 57

A3-32 736 746 1911 320 1036 1187 750 450 119

A3-36 796 836 2134 360 1166 1284 950 575 170

A3-40 850 912 2370 400 1275 1472 1320 780 233

A3-45 940 1005 2703 450 1433 1637 1670 1080 323

A3-50 1050 1120 2980 500 1591 1809 2060 1440 435

A3-56 1150 1234 3330 560 1773 2017 2580 1900 616

A3-63 1290 1450 3750 630 1995 2270 2600 2360 880

Technical data

* classification power. Higher sprint powers can be confirmed case by case** Entrained water inside transom

0

50

100

150

200

250

Dis

plac

emen

t [t]

25

7 14

209

1928

1325

38

17

33

50

22

44

66

29

58

86

38

76

115

51

103

154

69

138

208

28 32 36 40 45 50 56 63A3-series Waterjet size [cm]

Recommended maximum displacement for planing hulls over 30 knots

Single installation

Twin installation

Triple installation

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Waterjet Dimensions (mm) Max. power(kW)*

Weight (kg)

A B C E F G Dry wt. EW**

A3-25 600 600 1200 266 1038 577 450 247 40

A3-28 672 672 1344 297 1132 686 570 346 57

A3-32 736 746 1911 320 1036 1187 750 450 119

A3-36 796 836 2134 360 1166 1284 950 575 170

A3-40 850 912 2370 400 1275 1472 1320 780 233

A3-45 940 1005 2703 450 1433 1637 1670 1080 323

A3-50 1050 1120 2980 500 1591 1809 2060 1440 435

A3-56 1150 1234 3330 560 1773 2017 2580 1900 616

A3-63 1290 1450 3750 630 1995 2270 2600 2360 880

F G

C

E

B

A


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S3-seriesThe Kamewa S3-series waterjets are developed for the most demanding applications. S3 and A3-series waterjets are fitted with the market's highest performance mixed flow pump, developed at our own hydrodyamic research centre. The Kamewa S3-series is fully customized for each project in order to achieve optimised performance. A screen-based CanBus system is used for operating the vessel.

Technical data

Waterjet Dimensions (mm) Power range(kW)*

Weight (kg)

A B D (typical) E (typical) Steerable Booster EW**

S3-45 410 1318 2450 100 800 - 1790 725 453 577

S3-50 500 1455 2110 100 1000 - 2580 1004 600 750

S3-56 550 1630 2310 100 1200 - 3440 1385 865 1040

S3-63 600 1782 2510 100 1400 - 4300 1882 1172 1490

S3-71 650 2005 2600 100 1500 - 5100 2550 1596 2130

S3-80 700 2269 2800 100 1800 - 6500 3565 2180 3050

S3-90 800 2527 3180 100 2000 - 8500 4820 2940 4340

S3-100 900 2785 3560 100 2500 - 10000 6090 3700 5950

S3-112 1000 3119 3910 100 4000 - 12500 8360 5240 8370

S3-125 1100 3487 4020 100 5000 - 16000 11720 7460 11630

S3-140 1232 3906 4503 100 6000 - 20000 16210 10360 16341

S3-160 1400 4462 5180 100 7000 - 26000 23670 10550 24400

S3-180 1600 5020 5770 100 8000 - 33000 33100 12650 34740

S3-200 1760 5580 6432 100 10000 - 41000 44720 28840 47633

* depending on speed and operating profile. For performance predictions please contact rolls-royce** Entrained water inside transom

Key features:• Highest pump performance on the market• Stainless steel for maximum corrosion and wear resistance• Impeller, nozzle and inlet duct designs optimised to meet each

application's performance demands

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Waterjet Dimensions (mm) Power range(kW)*

Weight (kg)

A B D (typical) E (typical) Steerable Booster EW**

S3-45 410 1318 2450 100 800 - 1790 725 453 577

S3-50 500 1455 2110 100 1000 - 2580 1004 600 750

S3-56 550 1630 2310 100 1200 - 3440 1385 865 1040

S3-63 600 1782 2510 100 1400 - 4300 1882 1172 1490

S3-71 650 2005 2600 100 1500 - 5100 2550 1596 2130

S3-80 700 2269 2800 100 1800 - 6500 3565 2180 3050

S3-90 800 2527 3180 100 2000 - 8500 4820 2940 4340

S3-100 900 2785 3560 100 2500 - 10000 6090 3700 5950

S3-112 1000 3119 3910 100 4000 - 12500 8360 5240 8370

S3-125 1100 3487 4020 100 5000 - 16000 11720 7460 11630

S3-140 1232 3906 4503 100 6000 - 20000 16210 10360 16341

S3-160 1400 4462 5180 100 7000 - 26000 23670 10550 24400

S3-180 1600 5020 5770 100 8000 - 33000 33100 12650 34740

S3-200 1760 5580 6432 100 10000 - 41000 44720 28840 47633

A

B

ED


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S3-series size selectionFor most applications an S3 unit one size smaller than previously specified will give the same performance, giving a 25 per cent reduction in the total unit weight plus entrained water, and a transom flange diameter 12 per cent smaller.

*This table are for preliminary size selection only, in order to get an understanding of weight and size. For performance predictions for your specific vessel, please contact Rolls-Royce.

20

Ship speed (knots)

25 30 35 40 45 50 55 60

300

250

200

150

100

50

0

112

100

90

80

71

63

56

50

45

12000BkW

10000BkW

8000BkW

6000BkW

5000BkW

4000BkW3000BkW

2000BkW

1500BkW

1000BkW

Net

thru

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Ship

resi

stan

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er je

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Kamewa Waterjet PropulsionSize 45-112 S3

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Kamewa Waterjet PropulsionSize 80-200 S3

125

112

20

Ship speed (knots)

25 30 35 40 45 50 55 60

800

700

600

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400

300

200

100

0

22000BkW20000BkW18000BkW16000BkW

14000BkW12000BkW

10000BkW

6000BkW4000BkW

200

180

160

140

100

90

80

2000BkW

8000BkW

*This table are for preliminary size selection only, in order to get an understanding of weight and size. For performance predictions for your specific vessel, please contact Rolls-Royce.

Alternatively, retaining an S3 waterjet of the same size will offer a higher top speed or less installed power and lower fuel consumption for the same speed, or a larger payload.

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tunnel thrusters The tunnel thruster is designed to provide side force to the ship to enhance manoeuvring capability in port or additional station keeping power when dynamic positioning. Versions specified should be matched to the vessel application. All are available with CP or FP propellers, and for ships requiring maximum passenger comfort, we have the ‘Super Silent’ range. A system normally consists of the thruster unit with tunnel, hydraulic equipment, remote control and electric drive motor with starter.

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contents...burning natural gas for propulsion, bergen gas engines have built an unrivalled track...

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