Project Guide C25 33 Propulsion Engines

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PROJECT GUIDE
FOR
MARINE PROPULSION APPLICATIONS
BERGEN ENGINE TYPE C25:33P
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. February 2016)
© Bergen Engines AS 2016 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 Propulsion Applications, C25:33

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Project Guide
Part
1.01 Standard and optional engine design / Selection chart

1.04 Technical data
1.05 Fuel oil specification
1.06 Starting, loading and low load operation
1.07 Fuel consumption / Propeller law
1.08 Noise level measurement
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
3.01 Engine arrangements - examples

3.02 Alignment of propulsion engine in ship
Rigidly and flexible mounted
Pipe connections
3.04 Engine installation:
Main dimensions and weights
4.01 Safety, control and monitoring
5.01 Service and maintenance:

Minimum measures for piston and cylinder unit withdrawal
Routine maintenance schedule, draw. no. 528/66
Marine Propulsion Applications, C25:33

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Part 1.01
STANDARD AND OPTIONAL ENGINE The engines are fitted with necessary relief valves
DESIGN. in the crankcase doors.
This description is in general related to standard Crankshaft

engine design and standard engine fitted auxiliary The crankshaft is a forging of chromium-molyb-
equipment. denum steel. It has bolted-on counter-weights to
In addition optional engine design and optional balance inertia forces. A torsional vibration damp-
engine fitted equipment are described. er and / or rotating mass is mounted at the free end
For ancillary engine systems with equipment not of the crankshaft, when found necessary, and
fitted on engine, see relevant parts in the manual. power take-off can also be arranged. (100% for
In-line versions).
The description is based on engine ratings for For maintenance work the crankshaft can be
standard equipped engines. turned by a barring gear.
Bergen type C- is a 4-stroke engine built in

Main and big end bearings
in-line versions with 250 mm bore and 330 mm
Main- and big end bearings are thin-wall steel
stroke. The engines are turbocharged and are
shells, lined with special tin-aluminium bearing
equipped with 2-stage intercoolers. The engines
material. The bearings are precision made and
are supplied as propulsion engines type
require no special adjustment when fitting new
C25:33L-6, -8, -9P or as generator engines
shells. Main bearing shells can be removed with-
C25:33L-6, -8, -9A. The engine may be operated
out lowering the crankshaft. Big end bearing
on Diesel oil or heavy fuel oil of viscosity up to
shells can be removed without piston withdrawal,
700 cSt at 50°C (IF700), with a suitable fuel
and must not be opened when a piston is being
supply system, see Chpt. 2. All engines in the
pulled (see Connecting Rod).
C-series have identical components as far as this
is possible and practical. Customers using Bergen
main engines and Gen.sets have thereby the Cylinder unit
advantage of “uniform machinery” with fewer On the “C” engine, the power-producing compo-
spare parts to keep in stock. nents, i.e. the Cylinder head, Cylinder liner, Piston
The construction of the “C” engine is highly mod- and Connecting rod are held together by the Water
ular, of assemblies with different integrated func- jacket as one unit, the “Cylinder unit”. This can be
tions. This reduces the number of parts, improves easily withdrawn as one assembly to facilitate
the reliability and makes servicing easier. quick and easy servicing of the main wearing
components, which both reduces down-time and
improves quality and reliability by exchange of
Direction of engine rotation
pre-assembled and controlled units.
All standard engines are rotating clockwise, as
However, the engine can also be serviced,
seen towards the flywheel, but anti-clockwise ro-
component by component, in the conventional
tation can also be provided.
way, if preferred.
Engine block
Connecting rod and big end bearing
Crankcase/cylinder block is a monoblock
The connecting rod is drop-forged of special steel.
structure of nodular cast iron. The engines have
It is of 3-piece design and of ample dimensions.
underslung crankshafts. Main bearing caps are
The Shank part is attached to the Big End part
retained by studs with hydraulically tensioned
with a stiff flange and 4 bolts, the Big End bearing
nuts. Horizontal bolts running across the crank-
cap is split horizontally and retained by 2 bolts.
case, clamp the main bearing caps against side-
All bolts are made of special steel, have roll-
ways movement. Large doors on each side of the
formed threads and are tensioned hydraulically.
crankcase give easy access for maintenance work.
Marine Propulsion Applications, C25:33 Standard and optional engine design.

0116 C/AP Page 1 : 6
Part 1.01
Pistons “DELORO” seat armouring for best resistance

The pistons are of the composite type, with nodu- aggressive attacks from heavy fuel deposits.
lar cast iron skirts and forged steel crowns. All valves are equipped with low-mounted valve
They are cooled by oil from the main lubr. oil rotators.
system, which is led to the pistons through the The fuel injection valve is located in a water-
connection rods. The gudgeon pin bearing has a cooled tube in the centre of the cylinder head, and
“stepped” design that gives a large bearing sur- the fuel nozzle is temperature controlled by
face in direction of the firing load. means of the engine lubr. oil.
Each piston has two compression rings and one One combined safety- and indicator valve is fitted
spring- loaded oil control ring, all especially outside the cylinder head cover.
adapted for a controlled lubr. oil consumption. There is a separate rocker cover for each
The piston rings are chromium plated, the 1st ring cylinder head.
with a special chrome-ceramic coating for extra
wear resistance. All piston rings are located in the Camshaft
crown part, to ensure the best lubrication of the The camshaft is driven by gearwheels from the
piston skirt. flywheel end of the crankshaft. The camshaft is
built up of two sections per cylinder, bolted
Cylinder liners together, and which can be easily dismantled sec-
The thick-walled cylinder liners are centrifugally tion by section. The fuel injection cam section is
cast in a special wear resistant iron alloy, and the common with the large bearing part, and is made
running surfaces are plateau honed. of special case hardened steel to withstand very
Carbon cutting ring high rolling pressure. The valve cam section is of
induction-hardened steel. The whole camshaft
All engines are equipped with a “carbon-cutting
can be installed and taken out in one piece
ring” in each cylinder liner.
through the end of the engine block
The carbon-cutting rings prevent build-up of
(tunnel-type design).
carbon on the upper land of the piston crowns,
and thereby reduce the polishing and wear of the
cylinder liners, which again reduces the lubr. oil VVT (Variable Valve Timing)
consumption. In the VVT arrangement, the hinged end of the
swing-arms for air valves are fitted to an eccentric
part of a longitudinal shaft along the engine.
Cylinder heads This shaft is controlled by an pneumatic cylinder,
The cylinder heads are of alloyed compacted cast enabling rotation of the shaft, and hence
iron (CGI), and are secured to the engine block by controlled translation of the swing-arms. This
4 studs with hydraulically tensioned nuts. arrangement makes it possible to have two
The bottom section of the cylinder head is heavily predetermined values for the timing of the
built to withstand high firing pressures, and it has air-cam. One for high load and one for low-load
cooling bores for good temperature control. operation.
Each head has two inlet- and two exhaust valves,
a combined safety- and indicator valve and a fuel The design facilitates changing of air-valve tim-
injection valve. ing in ordinary operation of the engine. When the
Valve seats and valve guides for inlet- and ex- engine load increases past a certain part load, the
haust valves are cast of special alloy cast iron, and control shaft is rotated quickly (less than one
are shrink-fitted. second), from low load position to high load (i.e.
The exhaust valve seats are cooled by the jacket Miller) position. The process is reversed when the
water and have special seat armouring. The inlet load decreases.
valves are of SiCr alloy valve steel with
“STELLITE 12” hard seat facing, whereas
exhaust valves are of “NIMONIC” with
Standard and optional engine design. Marine Propulsion Applications, C25:33

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Part 1.01
The high-pressure pipes to the nozzles are

shielded, with drain to waste oil tank via an alarm
sensor.
Large covers enclose the fuel injection system
completely for safety reasons, in case of any
leakage and to keep it well tempered.
For heavy oil duty, the booster pump as well as

the fuel oil filter are separately fitted. The fuel oil
injection valves are temperature controlled by
means of lubr. oil from the engine system, and
which is heated by a heat exchanger connected to
the jacket water system.
Standard engines are designed for start-stop on
heavy fuel oil.
The diesel oil/heavy fuel oil change-over valve is

installed in the engine room.
An Rolls-Royce Bergen-developed cleaning/
lubricating system keeps the fuel injection pumps
and control racks free of heavy fuel residue, with
the intention to prevent them from sticking. Die-
sel oil is used as cleaning medium.
The pneumatically operated cleaning pump with
oil tank and control equipment is installed in the
engine room.
Fuel system Cooling water system

The fuel system has separate injection pump for The standard cooling water system contains
each cylinder, connected to a common control separate HT (jacket water) and LT cooling water
shaft. systems. Separate HT and LT coolers and thermo-
The control arms are spring loaded, so that if the static valves are then arranged in the Engine room
control arm for one of the pumps gets stuck, the In this case, the engine is equipped with one
control shaft can still move freely and control the engine driven pump (jacket water-, HT) and can
remaining pumps. Each pump has a built-in emer- either be equipped with engine-driven or electric
gency stop cylinder. LT water pump.
The fuel injection equipment is developed for A module for heating the cooling water for hot
heavy fuel operation. The pumps have through- stand-by can be delivered.
flow passages for fuel oil re-circulation, also
when the engine has been stopped. Option:
A standard engine for diesel oil duty has an en- Optionally the engine can be delivered with a
gine driven fuel booster pump. cooling water system of the “mixing type”, where
The injection pump plungers have special coating part of the LT water is mixed into the HT system
for reduced wear and safety against seizure. and fed back into the LT system again before the
Fuel oil leaking along the pump plungers, is central cooler.
drained through a collector pipe to waste oil tank The jacket water pump is engine driven and of
together with overflow from the injectors. centrifugal type, not self-priming. The pump
housing is of nodular cast iron, impeller of bronze
and shaft of stainless steel.

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Part 1.01
Engine-driven sea/low temp. fresh-water pump is Or:

standard, while electrically driven is an option for electronic governors with hydraulic actuator and
auxiliary engine. electronic speed setting.
Gen.set engines:
Main lubricating oil system C25:33L_A are as standard equipped with
The main lubr. oil system is as standard based on electronic governors with hydraulic actuators
wet sump and is completely mounted on the en- with own oil supply
gine. The lubr. oil pump is engine driven by a
gear train from the crankshaft in the front end of Option:
the engine. A manually adjustable pressure regu- Automatic synchronizer type SPM-A.
lating valve is placed just down-stream of the
pump, with a pressure feed-back from the aft end Load limiter and overspeed trip
of the engine. The engines are equipped wih automatic load lim-
The valve gear is lubricated from the main lubr. iting during the starting sequence. Depending on
oil system via a pressure reduction valve. type of governor the limiter is built into the
A duplex full-flow dept-type cartridge filter with governor, or arranged by means of a pneumatic
manual change-over valve is as standard fitted off cylinder acting on the control shaft for fuel
engine. The filter is a separate cartridge filter for injection pumps, and controlled by a time relay.
the oil supply to the Turbocharger.
A centrifugal filter is as standard fitted on all en- The engines are further equipped with a pneumat-
gines. ically operated overspeed trip, built into each fuel
An electrically driven priming pump are normally injection pump.
fitted on gen.set engines.
Option: Instruments on engine
Dry sump for propulsion engines, with drain to As standard an instrument panel, resiliently
tank at lower level. mounted, is fitted on the engine.
Exhaust gas NOx emissions Sequencing, monitoring and safety

The revised MARPOL ANNEX VI and NOx system
Technical Code 2008 (2009 edition) includes As standard the engine has a junction box for
regulations to restrict the emissions of NOx (ni- connection of engine fitted sensors and actuators
trogen oxides) in the exhaust gas from marine to externally installed sequencing and safety
diesel engine installations. These regulations are control equipment.
intended to cover all new engine installations, The engines are as standard presumed to be con-
above 130 kW, installed from year 2000. trolled by a sequencing and safety system PLC.
Bergen Engines AS qualifies its engines to the For further details, please see in part 4.
requirements of the ANNEX VI and NOx Techn-
ical Code 2008. The engines meet the Tier II re- Engine foundation
quirements that apply from 2011.
Propulsion engines:
• Rigidly mounted as standard
• Resiliently mounted as option
Governing Gen.set engines:
Propulsion engines: • Resiliently mounted as standard
• Rigidly mounted as option
C25:33L_P engines are equipped either with con-
ventional governors (centrifugal flyweight type)
with hydraulic actuator and pneumatic speed set-
ting.

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Part 1.01
Power output / Propeller design speed when the ship is on sea trial, at specified
Propeller design depends upon vessel type speed and load.
and duty. For ships intended for towing (TUGS), the
If the fixed propeller solution is chosen, it should propeller can be designed for 95% of MCR of the
be designed so that it absorbs 85% of the maxi- engine at nominal speed for bollard pull or at
mum continuous output of the engine at normal towing speed.
Direction of rotation and cylinder numbering:

Bergen C-engine
1 2 3 4 5 6
Flywheel end
Free end/
pump end Clockwise
rotation
This side: Manoeuvre side

Other side: Manifold side

0116 C/AP Page 5 : 6
Part 1.01
Standard and optional engine design.

Speed range:
Propulsion engine C25:33L_P & Generator
engine C25:33L_A. 900, 1000 RPM
C25:33L
Engine type
Standard & Generator Propulsion

Optional spec.
built on the 6 8 9 6 8 9
engine
Wet sump, lubr. 1 1 1 1 1 1
oil
Lubr. oil filter 2 2 2 2 2 2
High temp. cool- 1 1 1 1 1 1
ing water pump
Low. temp. cool- 1 1 1 1 1 1
ing water pump
Lubr. oil priming 2 2 2 2 2 2
pump
Lubr. oil cooler 2 2 2 2 2 2
Power take-out, 2 2 2 2 2 2
free end
Turbocharger, 1 1 1 1 1 1
free end
Anticlockwise
direction of rota- 2 2 2 2 2 2
tion seen from fly-
wheel end
Clockwise direc-
tion of rotation 1 1 1 1 1 1
seen from fly-
wheel end
Hydraulic gover-
nor, Europa with - - - 2 2 2
pneum. speedset-
ting
Electronic gover- 1 1 1 1 1 1
nor
Rigidly mounted 1 1 1 1 1 1
Resiliently 2 2 2 2 2 2
mounted
1. Standard
2. Option

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Part 1.04
TECHNICAL DATA
Marine Propulsion Applications, C25:33 Technical data

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Part 1.04
Technical data Marine Propulsion Applications, C25:33

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Part 1.04

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Part 1.04

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Part 1.04

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Part 1.04

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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 Propulsion Applications, C25:33 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 Propulsion Applications, C25:33

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 Propulsion Applications, C25:33 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 Propulsion Applications, C25:33

Page 4 : 4 0613 BC/AP
Part 1.06
STARTING, LOADING AND LOW LOAD into the cylinders and the exhaust system.
OPERATION Ref. engine service manual.
The propulsion engines must always be primed
Introduction. with lubricating oil before starting. (Exeption
Rolls-Royce Marine, Engines Bergen have experi- for emergency start)
ence from applications at outdoor ambient air
temperatures from +50°C in tropical areas to - Loading.
30°C in arctic areas. An engine which has gone through a "warm
Special precautions have to be taken in relevant standby start", is ready for instant loading to
ancillary systems for ambient air temperatures be- 100%.
yond the standard rating reference temperature
range, which is engine room temp. between 0°C An engine which has gone through a "cold start"
and 55°C, according to classification rules. has to be loaded gradually until a min. jacket wa-
ter temperature of +50°C is reached.
For engine air inlet max. allowable temp. is 45°C,
and max. air humidity is 60%.
Low load/part load operation.
Definitions. Operation on diesel oil.
• The engines may be operated for 8-10 hours
Warm standby starting. at zero load.
• I.e. starting of the engine with an engine tem- • The engines may be operated for 100 hours at
perature (jacket cooling water temperature) of 10% load.
minimum + 50°C.
• Applicable for diesel oil and heavy fuel oil After above extreme low load operations the en-
operation. gines have to be loaded to minimum 50% for a pe-
• With the engine in warm standby, and with riod of 15 minutes before a new low load period
the fuel oil heated to correct injection viscos- takes place.
ity and circulating to the engine, it can be
started on heavy fuel oil. Operation on heavy fuel oil.
Recommended minimum low load operation in %
Additional requirements for heavy fuel oil opera- of nominal full load as a function of operating
tion: time is shown on the diagram L 750/44 (See next
• Minimum nozzle oil temperature +80 ±5°C. page).
• The temperature of the heavy fuel oil has to The diagram is only for engines equipped with
be as required for the fuel oil injection viscos- two-stage charge air coolers .
ity.
Cold starting:
• I.e. starting of engine with an engine tempera-
ture below + 50°C and down to minimum
0°C.
• Applicable for diesel oil operation only.
Emergency cold starting:
• I.e. starting of engine with an engine tempera-
ture below 0°C.
Applicable for diesel oil operation only.
If the ignition does not take place within 12-15
sec. the starting procedure has to be interrupt-
ed. This is to prevent admitting too much fuel
Marine Propulsion Applications, C25:33 Starting, loading and low load operation
0303 BC/AP Page 1 : 2
Part 1.06
Starting, loading and low load operation Marine Propulsion Applications, C25:33
Page 2 : 2 0303 BC/AP
Part 1.07
FUEL CONSUMPTION/PROPELLER LAW.

Spesific fuel consumption, 900rpm 26,3bar bmep, C25:33L2
NB!
The chart only show fuel
consumtion for guidance.
Operation of engine must be
according to load limit curve
given for the spesific cylinder
variant.
Marine Propulsion Applications, C25:33 Fuel consumption/Propeller law.

0314 C/P Page 1 : 5
Part 1.07
Load limit 900rpm 26,3bar bmep C25:33L2 6&9 cyl.
Fuel consumption/Propeller law. Marine Propulsion Applications, C25:33

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Part 1.07
Load limit900rpm 26,3bar bmep C25:33L2 8cyl.

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Part 1.07
Spesific fuel consumption, 1000rpm 24,7bar bmep, C25:33L2
NB!
The above chart only show fuel consumtion for guidance.
Operation of engine must be according to load limit curve, and not the above given curve.
Fuel consumption/Propeller law. Marine Propulsion Applications, C25:33

Page 4 : 5 0314 C/P
Part 1.07
Load limit, 1000rpm 24,7bar bmep, C25:33L2

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Part 1.08
NOISE LEVEL MEASUREMENT.
ENGINE MAKE: BERGEN

ENGINE TYPE: CR-6
ENGINE NO: 12000
SPEED (RPM): 900
B.M.E.P. (BAR): 23,9
INSTRUMENT: B&K 2230
DATE: 29.03.01
SIGN: S.V.G.
MEASURING POINTS:
READING (Db) > 1 2 3 4 5 6 7 8
CENTRE FREQ:
LINEAR LEVEL: 106 106 106 106 104 105 106 106
W. NETWORK A: 106 106 106 105 104 104 105 105
31.5 HZ 83 86 81 85 80 84 86 84
63.0 HZ 87 89 84 90 85 86 88 87
125 HZ 92 90 89 90 87 88 89 91
250 HZ 91 91 92 92 91 90 90 90
500 HZ 94 95 97 94 97 95 100 96
1000 HZ 94 95 98 97 96 96 97 95
2000 HZ 94 95 96 95 95 95 95 94
4000 HZ 106 104 103 102 101 101 101 102
8000 HZ 98 97 96 94 93 94 94 97
16000 HZ 89 89 87 84 84 84 85 89
Noize level measurements were taken at 8 different point, all located on the same
level as the cylinder heads, and at 1 meter distance from the engine.
Marine Propulsion Applications, C25:33 Noise level measurement.

0215 C/AP Page 1 : 3
Part 1.08
Engines - Bergen
Noise level measurement
Engine type: C25:33 L9P

Engine nr.: 13003
Speed (rpm): 900
B.M.E.P. (bar): 24,7
Location-object: Stand 4
Period: 17.12.2002
Instruments/
Sertificate No.: -B&K 2230 /
-B&K 1625 /
-B&K 4230 /
Carried out by: TOS
Reading RMS Load % / point no.

Leq (dB) 1 2 3 4 5 6 7 8
Linear level 106,8 107,5 107,7 108,7 107,4 108,2 106,9

W. network-A 104,2 104,3 105,8 107,4 105,2 105,9 104,4
W. network-C 106,5 107,4 107,5 108,5 107,1 108,1 106,5
Reading lin. lev.
RMS Leq (dB)
Centre freq.
31.5 Hz 84,5 90,1 86,2 86,8 88,3 89,7 87,1
63 Hz 97,9 98,2 97,7 97,1 95,8 96,6 97,9
125 Hz 98,1 101,2 96,5 96,6 97,5 97,3 97,8
250 Hz 98,4 98,9 99,9 99,3 97,2 98,9 97,6
500 Hz 98,8 98,8 99,8 100,4 102,0 103,7 100,8
1000 Hz 99,6 99,7 102,2 103,8 100,8 101,4 99,4
2000 Hz 98,7 99,2 99,9 102,1 99,3 99,0 98,6
4000 Hz 91,6 92,4 92,6 92,1 91,5 91,7 90,9
8000 Hz 91,7 89,5 91,0 89,6 87,5 87,9 87,7
16000 Hz 90,5 82,6 85,1 81,6 82,2 80,5 82,4
o:\lab\skjemaer\lydmålingsmaler\c25-33 l9p nr13003.doc 18.12.2002 tos
Noise level measurement. Marine Propulsion Applications, C25:33

Page 2 : 3 0215 C/AP
Part 1.08
C25:33
Estimated unsilenced exhaust noise
spectrum from RR C25:33L @ 1,0 m from
edge of the exhaust opening.
Estimated exhaust noise data without silencer.
Lp
Hz
dB(A)
31,5 97
63 114
125 125
250 129
500 128
1000 126
2000 118
4000 113
8000 104
Total 134
Marine Propulsion Applications, C25:33 Noise level measurement.

0215 C/AP Page 3 : 3
Part 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
the C-diesel engine. sufficient to charge the starting air receivers from
The starting arrangement is based on air-driven atmospheric - to max. pressure in 60 minutes.
starter motor acting on a replaceable ring gear on
the flywheel. Total required compressor capacity Q is:
In the control air system, dry and clean air is re-
quired for problem-free operation of oil mist de- p2 60
tector, I/P-converters and various solenoid valves. Q = -----  J  ------  s , Nm3/h
p0 t
where
Starting air
The C-engine is equipped with a displacement
p2 = Maximum starting air pressure = 31 bar a
starter (32SA) and 30 bar starting air is led
p0 = Atmospheric pressure in bar a
straight to the starter motor assembly.
J = Total starting air receiver capacity in m3
Start is performed either by the remote start or a
t = Compressor operating time in minutes
local/emergency start valve. Remote start is
s = Safety factor, normally 1,2
performed by an electric signal to the solenoid
Nm3/h = cubic meter normal (at 1 bar/0°C)
valve (74SA), which opens for 30 bar air to the
starter motor. The local/emergency start is
Due to redundancy requirement, minimum two air
performed by a push button valve (73SA), which
compressors are normally installed, each with a
opens for 30 bar air to the starter motor.
capacity of 50% of total required capacity.
Maximum starting air pressure is:........ 30 bar g
Minimum starting air pressure is depending on Be aware of requirement for compressor derating
engine application and number of cylinders; see due to ambient air temperature.
figure 1.
The air compressors are normally electrically
driven and automatically started at a starting air
Starting air capacity pressure of 20 bar g.
Starting air volume and compressor capacity are
to be sized according to the classification societies Required time t for recharging from 20 bar g to
requirements. 30 bar g, with one of two compressors is:
 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 Propulsion Applications, C25:33 Starting and control air system

0216 C/AP Page 1 : 5
Part 2.02
Starting air receivers and capacities N = Required number of starts N>2

Ref. technical data sheets in part no. 1.04. Data Vns = Air consumption per start (Nm³)
applies for engines in warm standby status, i.e. Pmax = Max. pressure in starting air receiver (bar)
with a cooling water temperature of min. 50 °C. Pmin = Min. pressure for start (bar)
The starting air receivers used by Bergen Engines For multi-engine plants with simultaneous starts,
have standard volumes of 125, 250, 500, 750 and pipes must be sized accordingly.
1000 litres, see drawing L 1004/21. The starting Water separation
air receivers are delivered with valve head and Generally the starting air is to be dry and clean.
equipment as shown in system drawing. One oil/water separator after each starting air
Required starting air receiver volume Vf may be compressor is strongly recommended. Water
calculated according to the following formula: accumulated in the starting air receivers during
compression has therefore to be drained at regular
 N – 1 V ns
V f = ---------------------------- , m3 intervals. In addition, depending on operating
P max – P min conditions, water traps also are to be installed in
where the piping system between the starting air
receiver(s) and the engine(s). The piping to slope
towards the traps.
Application Engine Cylinders Engine Start air Minimum Vol. for Number of starts
speed consumption pressure 3 starts
RPM Nm3/start bar litres 250 l. 500 l.
Auxilliary C 5 900 0,9 15 120 5,2 9,3
C 6 900 1,1 16 157 4,2 7,4
C 8 900 1,4 18,5 243 3,1 5,1
C 9 900 1,5 20 300 2,7 4,3
Propulsion C 6 900/1000 0,75 15 100 6,0 11,0
C 8 900/1000 0,9 18 150 4,3 7,7
C 9 900/1000 1 20 200 3,5 6,0
Fig. 1. Start air consumption for engines with displacement starter type.
Fig. 2 Starting air receivers. L 1004/21
Starting and control air system Marine Propulsion Applications, C25:33

Page 2 : 5 0216 C/AP
Part 2.02
Control air
Dry and clean air is required for problem-free If there is other control air consumers in the
operation of oil mist detector, I/P-converters and system, control air unit capacity must be checked
solenoid valves in the control air system. accordingly.
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 (96SA) for control air is
pressure reducing station; see figure 3. recommended in humid areas and if pneumatic
The control air unit is of a double type, located valves are installed.
between start air receiver(s) and the engine(s).
It is equipped with a filter and a rod for manual Control air requirements according to
draining of condensed water. ISO 8573-1:
Particle size: max:............................ 1,0 micron
The capacity is: ........................1100 nl/minute, Dew point: ..................................... 3 °C (7 bar)
provided 30 bar inlet air pressure, adjusted outlet Particle density: ............................ 1,0 mg/Nm3
pressure 7 bar and system pressure 6 bar. Oil content: max: .......................... 1,0 mg/Nm3
Pressure:......................................... 7 ± 0,5 barg
The capacity is: ......................... 670 nl/minute, Temperature:.......................................20-50 °C
if inlet pressure is 20 bar, under equal conditions.
Pipe materials
Particle size:…. .......................max. 1.0 micron
Steel pipes according to the classification <
societies requirements are used in the starting and
Normal control air consumption per engine
control air system.
including pneumatic operated valves and oil mist
detector, is approx ..... .……………. 2,5 Nm3/h
The piping system is to be designed for an
operating pressure of minimum 30 bar.
Fig. 3. Control air unit.

(Pressure reducing station).

0216 C/AP Page 3 : 5
Part 2.02
Propulsion
Starting and control air system Marine Propulsion Applications, C25:33

Page 4 : 5 0216 C/AP
Part 2.02
Auxiliary

0216 C/AP Page 5 : 5
Part 2.03
CHARGE AIR & EXHAUST GAS SYSTEM

Design of the system Exhaust gas flow (m3/s)
The following must be taken into consideration:
--------------------------------- = Exhaust gas velocity (m/s)
• Total pressure loss in the piping system.
2
• Thermal expansion. Flow area in pipe (m )
• Exhaust pipe fixation to prevent vibration.
• Insulation with respect to max. allowed DN (pipe diam. 400 450 500 (550)
surface temperature. Flow area (m2) 0.1257 0.1590 0.1963 0.2376
• Required exhaust gas noise attenuation. DN (pipe diam. 600 700 800
• Drain pockets to avoid water coming into 2
low area (m ) 0.2827 0.3849 0.5027
the engine.
We do supply compensator(s) for the engine • Exhaust volume flow, see data sheet for the
exhaust-gas outlet. The compensator shall be specific engine.
mounted directly onto the turbocharger. After the • Flow area in pipe, see table above.
compensator a diffuser must be made to match the
diameter of the exhaust-gas pipe. The diffuser • Choose an exhaust pipe dimension that gives
should have a taper angle of max. 40o. a velocity close to the limit of 45 m/s.
Exhaust from one engine should not be mixed • Notice should be paid to ensure that back
with the exhaust from other engines. When this is pressure from the total exhaust pipe
not possible, silencers and sealed closing valves arrangement does not exceed 300 mm WG.
must be mounted in front of the mixing point.
This will prevent oscillation between engines and • The silencer is chosen from table (next pages)
feedback with carbon build-up in engines not based on inlet/outlet information, attenuation
running. and engine type. Note that pipe dimension
and inlet/outlet dimension for the silencer
Recommended maximum exhaust gas velocity is may be different.
45 m/s, and with this velocity the pressure loss
through our standard silencer is 120 mm WG
(water gauge). Silencer
Our standard silencer is of the reactive, absorptive
Pressure losses with exhaust gas velocity of type with spark arrester, and it can be installed in
45 m/s: any position, but preferably in vertical position.
It is equipped with a soot collector and a water
drain, but is without mounting brackets and
Pressure loss Pressure loss for
Pipe insulation. The noise attenuation of the standard
in mm WG per a 90° bend
diameter: silencer is 25 - or 35 dB(A).
meter pipe: correspond to:
ND 300 - 400 approx. 4.0 approx. 4.5 m pipe
Exhaust gas boiler
ND 450 - 500 approx. 3.3 approx. 6.0 m pipe Each engine should have a separate exhaust gas
ND 600 - 700 approx. 2.5 approx. 10.0 m pipe boiler, alternatively a separate section of a com-
ND 800 approx. 2.0 approx. 12.0 mon boiler.
Exhaust gas flow and temperature found in
“Technical data” are used for dimensioning the
Dimensioning of exhaust pipe and boiler. Regarding pressure drop through the
exhaust gas silencer. exhaust gas boiler, see separate instructions from
The size of the exhaust pipe and silencer is deter- supplier.
mined from the following calculation formula:
Marine Propulsion Applications, C25:33 Charge air & exhaust gas system
0216 C/P Page 1 : 5
Part 2.03
Charge air & exhaust gas system Marine Propulsion Applications, C25:33
Page 2 : 5 0216 C/P
Part 2.03
0216 C/P Page 3 : 5
Part 2.03
Charge air & exhaust gas system Marine Propulsion Applications, C25:33
Page 4 : 5 0216 C/P
Part 2.03
0216 C/P Page 5 : 5
[ BLANK ]
Part 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
Marine Propulsion Applications, C25:33 Water washing systems for turbocharger

1202 BC/AP Page 1 : 2
Part 2.03.1
Water washing systems for turbocharger Marine Propulsion Applications, C25:33

Page 2 : 2 1202 BC/AP
Part 2.04
COMBUSTION AIR SYSTEM We do supply compensator(s) for the engine com-

bustion air intake. The compensator shall 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. However the ventilation duct systems can include
dampers to direct the air a bit away from the tur-
The ducting must be acid washed and completely bochargers 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) it must be fitted a room in all running conditions.
fabric filter with a mesh less than 1 mm to prevent
entry 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.
Marine Propulsion Applications, C25:33 Combustion air system

1202 BC/AP Page 1 : 2
Part 2.04
Combustion air system Marine Propulsion Applications, C25:33

Page 2 : 2 1202 BC/AP
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
• C25:33 series engines - 2,0 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 Propulsion Applications, C25:33 Diesel oil system

0915 C/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.
Diesel oil system Marine Propulsion Applications, C25:33

Page 2 : 4 0915 C/AP
Part 2.06
Marine Propulsion Applications, C25:33 Diesel oil system

0915 C/AP Page 3 : 4
Part 2.06
Diesel oil system Marine Propulsion Applications, C25:33

Page 4 : 4 0915 C/AP
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 Propulsion Applications, C25:33 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 Propulsion Applications, C25:33
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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Part 2.07
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Part 2.07
Page 6 : 6 0606 BC/AP
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-
cluded in the Bergen Engines supply. 2 4 V D C
S U P P L Y
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 Propulsion Applications, C25:33 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 Propulsion Applications, C25:33
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.
Marine Propulsion Applications, C25:33 Nozzle temperature control system

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Nozzle temperature control system Marine Propulsion Applications, C25:33

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Part 2.08
Marine Propulsion Applications, C25:33 Nozzle temperature control system

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Part 2.08
Nozzle temperature control system Marine Propulsion Applications, C25:33

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Part 2.09
COOLING WATER SYSTEMS Pipe materials/Velocities and

pressure losses
Introduction Steel pipes are normally used for the fresh water
The cooling water system is divided into 2 main systems and aluminum-brass for the sea water
systems, LT and HT. systems.
Types and materials of standard coolers are, based
LT: Low temperature cooling water system, fresh- on fresh water, as follows:
water, is cooling the low temp. stage of the charge
air cooler, 52LT, the lubr. oil cooler 50LO, the Jacket water cooler, plate type:
generator cooler, and the HT - system, etc. ................................... ......Plates of stainless steel.
Auxiliary engines and other general equipment Lubr. oil cooler, plate type:
may also be cooled by the LT – system, but prefer- ................................... ......Plates of stainless steel.
ably supplied by separate electrical pumps. Charge air cooler, tubular type:
As an option box-coolers can be used as a central ................................... ...................Tubes of CuNi.
cooler. Gear oil cooler:
The LT - system is cooled by sea water. ........Type and material according to supplier spec.
Central cooler, plate type:
HT: High temperature cooling water system, ................................Plates of titanium (sea water).
freshwater, is cooling the high temp. stage of the
charge air cooler 52HT, and the cylinder block. In order to prevent excessive pressure losses and
HT cooling water is also known as jacket cooling erosion in the piping systems the water velocities
water. The HT cooling water, directed for cooling should not exceed the following:
in the central cooler, may be utilized in a heat re- Fresh water systems w. steel pipes: ...... 4.0 m/s
covery system. (Closed system)
Sea water systems with aluminum-brass pipes:
Pumps and capacities ............................... (in a pressure pipe) 3.0 m/s
Engine driven or electrically driven centrifugal ................................. (in a suction pipe) 2.0 m/s
pumps are to be used depending on the system
layout. Normal pressure rise over engine driven Very low water velocity may cause deposits in the
pumps is 3.0-3.5 bar, depending on what the re- piping system.
quired water flow is and the corresponding pump The velocity in fresh water as well as in sea water
curve. systems should not be lower than: ........ 1.0 m/s
In order to avoid salt incrustation in the sea water
piping system,the sea water temperature after last Normal pressure losses are:
cooler should not exceed:........................48 °C. 0.40 bar in the high temp stage of charge air
See “Technical Data” in part 1 for pump capaci- cooler (including the orifice 74HT).
ties, temperatures and required heat dissipation. 0.20 bar in the engine‘s water jacket.
Very low pressure may cause pitting in the
Option. engine‘s water jacket. Jacket water pressure
should not be lower than: ...................... 1.5 bar.
A jacket water heater module (90HT), with
0.4 bar in low temp. stage of charge air cooler
electrically driven circulating pump and electric
heater, can be supplied for the purpose of keeping including the orifice (74SW. alt.74LT)
the engine warm in standby duty. 0.4 - 0.6 bar in lubr. oil cooler.
0.3 - 0.4 bar in jacket water cooler.
Heater modules supplied for C25:33L engines For pressure losses in the different coolers, the
have a rating of 18kW. The heater is normally op- suppliers have to be consulted.
erating on 380-415V/50Hz, 440-480V/60Hz or
690V/60Hz, depending on the plant voltage.
Marine Propulsion Applications, C25:33 Cooling water systems

0915 C/AP Page 1 : 24
Part 2.09
Expansion tank and system venting Thermostatic valves, low temperature

For satisfactory operation of the cooling water system
system and preventing cavitation of the water Recirculation of the the low temperature fresh
pump, the jacket water system and the closed part water with a thermostatic control, is important in
of the integrated cooling system must be order to obtain a good combustion and also to
equipped with an adequate deaeration. For this prevent water condensation in charge air coolers
purpose a vent pipe, from the highest point of the at low engine load.
system, to an expansion tank is required.
The pipe should be connected to the bottom of the For the low temperature cooling water system
tank as far as possible from the expansion tank there is a mixing application where the valve mix-
header pipe. es cooled water from the fresh water cooler (cen-
The vent pipe connection to the system should be tral cooler) with by-pass water to make the inlet
equipped with some sort of device able to collect temperature to the engine suction side fixed.
the air, for example a saddel fitting (72LT).
The header pipe should be connected as close as In the low temperature cooling water system, a
possible to the suction side of the water pump. thermostatic valve (65LT) is being used.
The expansion tank should also be arranged to
make it possible to insert water treatment agents The Bergen Engine standard is a valve of the wax
into the cooling water. element type.
Observe that the expansion tank should be located The wax element type valve has a temperature
with its bottom min. 3 meters and max. 10 meters range of: ........................................... 29 - 41 °C
above top of engine. On request the expansion
tank can be located as much as 20 meters above As an option, we can supply a electrical/pneumat-
top of engine. ical valve with a temperature sensor after the
valve itself and a control unit.
Thermostatic valves, high temperature
system The electrical/pneumatical valve is being regulat-
In the high temperature cooling water system, a ed by a control unit that reads temperature from
thermostatic valve (65HT) is being used. This is a the sensor on the pipeline, has a programable set-
diverting application where the valve directs the point, and works to keep the temperature stable at
water either to cooling or returnal to the suction max. 37 °C.
side of the built on HT cooling water pump.
Charge air cooler
The Bergen Engine standard is a valve of the wax The engines have two-stage charge air coolers, i.
element type. e. one high temp. stage cooled by high temp. fresh
water or jacket water, and one low temp. stage
The wax element valve type has a temperature cooled with low temp. fresh water or sea water.
range of:............................................82 - 91 °C
For good temperature control,the pressure The charge air temperature is detemined by the
loss in the valve should be:.......... 0.14 - 0.5 bar charge air pressure. A pressure sensor on the en-
gine (21CA) gives a signal to the PLC. In the PLC
As an option, we have a electrical/pneumatical there is a preset curve that ensures a temperature
valve with a temperature sensor on the engine and of max. 37 °C at low load and increases up to 55
a control unit. This valve is being regulated by a °C on maximal load due to a linear curve. A sig-
control unit that reads temperature from the sen- nal from the PLC is then sent to a control unit that
sor on the engine, has a programable set-point, controls a 3-way valve (73LT) for this purpose.
and works to keep the temperature stable at 90 °C.
Cooling water systems Marine Propulsion Applications, C25:33

Page 2 : 24 0915 C/AP
Part 2.09
Nozzle oil cooler For larger heat recovery units (like fresh water
A standard heat exchanger is used for all engines. generators), we can supply an electric/pneumatic
See also part 2.08 - Nozzle temp. control system. valve with a temperature sensor on the pipeline
and a control unit, in the high temperature cooling
Heat recovery unit water system, to utilize most of the energy gener-
All heat that normally is dissipated in the jacket ated in the HT-cooling system. The valve is locat-
water cooler can be recovered in a heat recovery ed on the return line to the cooler/HT-system.
unit, for instance a fresh water generator installed
in the engine room. Please consult Rolls-Royce Marine for installa-
For different engine loads condition, see technical tion of this unit.
data (chapter 1.04). See technical data also for
available heat and jacket water flow.
A separate circulating pump for controlling the Heat dissipation in HT-circuit:
water flow to the heat recovery unit is required.
120
Heat dissipation (% of max.)
100
80
60
40
20
0
0 50 80 100
Engine load (% mcr)
Marine Propulsion Applications, C25:33 Cooling water systems

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Part 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 medium in equivalent to those listed here, the relevant
the “mixing system”. 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 1959.
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 Rolls-Royce Marine 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.
For seawater Rolls-Royce Marine normally use

heaters with plates made of titanium.
Cooling water quality and treatment Marine Propulsion Applications, C25:33

Page 4 : 24 0915 C/AP
Part 2.09
Table 1. COOLING WATER QUALITY
Fresh Water Sea

No. Item Unit
Water
Supply Water A B,C
1. PH at 25°C 6 to 8.5 8,3 to 10 8,3 to 10 -
2. Conductance at 25°C  S/cm < 400 < 600 < 600 -
(1) (2)
3. Chemical oxygen demand (COD) ppm - - - *
4. M alkalinity as CaCO3 ppm < 140 < 300 < 250 -
5. Total hardness as CaCO3 ppm < 180 20-100 < 120 -
6. Chloride ion (Cl-) ppm < 50 < 50 < 50 > 10000
7. Sulfate ion (SO4 2-)
ppm < 50 - - -
+)
8. Ammonium ion (NH4 ppm < 10 < 10 < 10 < 0.05
9. Sulfide ion (S2-) ppm - - - < 0.05
10. Hydrogen sulfide (H2S) ppm < 10 < 10 < 10 -
11. Iron (Fe) ppm < 0.3 <1 <1 -
12. Silica (SiO2) ppm < 30 < 60 < 60 -
13. Total residue on evaporation
(Total solid.) ppm < 400 < 800 < 800 -
14. Total residue on ignition ppm * * * -
15. Dissolved oxygen ppm * * * -
16. Nitrite (inhibitor) as NO2 ppm - 1000 - 2400 1000 - 2400 -
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
Marine Propulsion Applications, C25:33 Cooling water quality and treatment

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Part 2.09
Low temp. system option list.

Standard front end module.
Drawing C 992/48
Electrical LT-pump.:
Resiliently mounted: This solution contains a electrical LT-pump in-
The engine is mounted on flexible elements to re- stead of the built on mechanical LT-cooling water
duce structural vibrations onboard the vessel, be- pump. The regular solution is one pump for each
tween the engine foundation and the ship cooling water system and one in stand by that can
foundation. All pipe connections have flexible el- be used for both systems.
ements on the engine.
Engine unit no.2:
Rigidly mounted (Bergen standard solution): Used if more than one engine is connected to the
There are no flexible elements between the en- freshwater/central cooler e.q. a 4-engine applica-
gine foundation and the ship foundation. Only the tion it is common to split the cooling water sys-
inlet and outlet from the built on HT & LT (if ap- tem into two systems, where inner/outer or
plicable) cooling water pump has flexible ele- engines on same gear are on the same cooling wa-
ments. ter system.
LT stand by pump: Generator cooler:

For the built on mechanical low temp cooling wa- For generator sets the generator cooler is referred
ter pump on the engine there is a loose supplied to as “external components” in the system draw-
electrical supplied stand by pump. It can be starting.
ed by a pressure sensor on the engine. This solu-
tion is normally used on single engine
applications.
Wax element thermostatic valve LT (Bergen

standard solution):
This valve is our prefered solution with wax ele-
ment 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 thermostatic LT valve:

This valve can be supplied along with a loose
supplied temperature sensor and controller to reg-
ulate the cooling and secure a fixed inlet tempera-
ture to the engine of max. 37C. The valve has a
low pressure drop and is being arranged as a mix-
ing application. This solution is recommended
when one common thermostatic valve is used on
a multi engine application. The valve is then nor-
mally fitted with manual override. The valve reg-
ulates more rapidly and gives a stable regulation
and it also keeps the temperature stable.

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Part 2.09
High temp. system option list. Heat Recovery thermostatic valve:

Standard front end module. For larger heat recovery units like fresh water
generators, we can supply a electrical/pneumati-
Drawing C 992/49
cal valve with a temperature sensor on the pipe-
line and a control unit in the high temperature
Resiliently mounted: cooling water system, or in the jacket water sys-
The engine is mounted on flexible elements to re- tem part of the seawater cooling system, to utilize
duce structural vibrations onboard the vessel, be- all the energy generated in the HT-cooling loop,
tween the engine foundation and the ship due to the technical data for the engines. The
foundation. All pipe connections have flexible el- valve is located on the return line to the cooler.
ements on the engine.
Engine unit no.2:
Rigidly mounted (Bergen standard solution): Used if more than one engine is connected to the
There are no flexible elements between the en- freshwater/central cooler e.q. a 4-engine applica-
gine foundation and the ship foundation. Only the tion it is common to split the cooling water sys-
inlet and outlet from the built on HT & LT (if ap- tem into two systems, where inner/outer or
plicable) cooling water pump has flexible ele- engines on same gear are on the same cooling wa-
ments. ter system.
HT stand by pump: Generator cooler:

For the built on mechanical high temp cooling For generator sets the generator cooler is referred
water pump on the engine there is a loose sup- to as “external components” in the system draw-
plied electrical stand by pump. It can be started by ing.
a pressure sensor on the engine. This solution is
normally used on single engine applications.
Wax element thermostatic valve HT (Bergen

standard solution, built on engine):
from fully closed to fully open. The valve is being
arranged as a diverting application. It regulates
with sufficient response time and gives a stable
regulation.
El. Pneumatic thermostatic HT valve (built on

engine):
This valve can be supplied along with a built on
temperature sensor and a loose supplied control-
ler to regulate the HT cooling water temperature.
The valve is being arranged as a diverting appli-
cation. The valve is then normally fitted with
manual override. The valve regulates more rapid-
ly and gives a stable temperature.

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Part 2.09
Cooling water system options list. from fully closed to fully open. The valve is being
Integrated front end module. arranged as a mixing application. The valve is be-
Drawing C 927/15 ing arranged as a mixing application. It regulates
with sufficient response time and gives a stable
regulation.
Resiliently mounted:
The engine is mounted on flexible elements to re- El. Pneumatic thermostatic HT valve (built on
duce structural vibrations onboard the vessel, be- engine):
tween the engine foundation and the ship This valve can be supplied along with a built on
foundation. All pipe connections have flexible el- temperature sensor and a loose supplied control-
ements on the engine. ler to regulate the HT cooling water temperature.
The valve is being arranged as a diverting appli-
Rigidly mounted (Bergen standard solution): cation. The valve is then normally fitted with
There are no flexible elements between the en- manual override. The valve regulates more rapid-
gine foundation and the ship foundation. Only the ly and gives a stable temperature.
inlet and outlet from the built on HT & LT (if ap-
plicable) cooling water pump has flexible ele- El. Pneumatic thermostatic LT valve:
ments. This valve can be supplied along with a loose
supplied temperature sensor and controller to reg-
HT stand by pump: ulate the cooling and secure a fixed inlet tempera-
For the built on mechanical high temp cooling ture to the engine of max. 37C. The valve has a
water pump on the engine there is a loose sup- low pressure drop and is being arranged as a mix-
plied electrical stand by pump. It can be started by ing application. This solution is recommended
a pressure sensor on the engine. This solution is when one common thermostatic valve is used on
normally used on single engine applications. a multi engine application. The valve is then nor-
mally fitted with manual override. The valve reg-
LT stand by pump: ulates more rapidly and gives a stable regulation
and it also keeps the temperature stable.
For the built on mechanical low temp cooling wa-
ter pump on the engine there is a loose supplied
electrical supplied stand by pump. It can be start- Engine unit no.2:
ed by a pressure sensor on the engine. This solu- Used if more than one engine is connected to the
tion is normally used on single engine freshwater/central cooler e.q. a 4-engine applica-
applications. tion it is common to split the cooling water sys-
tem into two systems, where inner/outer or
Wax element thermostatic valve HT (Bergen engines on same gear are on the same cooling wa-
standard solution, built on engine): ter system.
ment valve type which has a temperature range Generator cooler:
from fully closed to fully open. The valve is being For generator sets the generator cooler is referred
arranged as a diverting application. It regulates to as “external components” in the system draw-
with sufficient response time and gives a stable ing.
regulation.
Wax element thermostatic valve LT (Bergen

standard solution):

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Part 2.10
LUBRICATING OIL SYSTEM Crankcase Venting

The vent pipe system (diam. and length) to be
Introduction designed according to the following, applicable
The engine type C 25:33 has one main lubr. oil for engine types C25:33 L for fuel oil operation.
system design, with separate branches to the turbo Max. allowable back pressure: 15 mm WG
charger(s) and the nozzle oil system. Furthermore Gas flow (design flow): 0,5% of combustion
there is reduced oil pressure trough a pressure air consumption.
reduction valve to the valve gear. (See “Technical Data” in part 1.04).
Components attached to the engine are shown
on the enclosed system drawing C1090/29 Wet The vent pipe should have a continuous upward
Sump, and C1090/30 Dry sump (for HFO only). gradient of minimum 15 degrees. Steel pipes are
to be used in the vent system.
Pumps and Capacities The back pressure may be calculated according to
Engine type C 25:33 has an engine driven gear the following formula:
type main lubr. oil pump with a built-in pressure L  S  Q 2-
relief valve set to 4.0 - 4.5 bar pressure. dp = 1 70  10 – 3  -------------------------  mmWG
D5
For the rocker arms the lubr. oil pressure is
reduced to approx. 0.5 bar. where
L = Total pipe length, straight pipe (m)
S = Density of gas = 1.0 (kg/m3)
Priming pump Q = Gas flow (m3/s)
The C25:33 engines are as standard equipped with D = Inside diam. of pipe (m)
an electrically driven priming pump 31LO. The
pump has the following standard capacity which Elbows in the piping system are to be avoided,
applies for both propulsion & auxiliary engines: if possible. Equivalent length of straight pipe for
various elbows, if required, to be found
C25:33L6, L8 & L9: 11,8 m3/h at 5 bar outlet in literature.
pressure, with electric motor of rating 6,6 kW 440
V/60 Hz.
The electric motor can also adapt 380 V/50 Hz
and 690 V/60 Hz power supply.
In case of a single propulsion engine installation

hence required combined priming / stand by (full
flow) el. driven lubr. oil pump, the pump must be
mounted off engine. Capacity and electrical data
are available upon request.
See “Technical Data" in part 1.04 for other pump
capacities.
Pipe Materials/Velocities and Pressure

Losses
Steel pipes are normally used in the lubricating oil
system. In order to prevent excessive pressure
losses in the piping system, we recommend that
the lubr. oil velocity should not exceed:
• 1.0 m/s in a suction pipe.

• 1.5-2.0 m/s in a pressure pipe.
Marine Propulsion Applications, C25:33 Lubricating oil system

0915 C/AP Page 1 : 10
Part 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
Filtration Efficiency % 90% at > 16 µ and 98% at > 20 µ
Working pressure bar 5
Design pressure bar 10
Minimum test pressure filter housing bar 15
In addition to the above main filter, the engines There is also a regulating valve with a sensor
are equipped with a partial flow centrifugal filter, which controls the pressure after the duplex filter.
with capacity of maximum 10 % of total lubr. oil The valve should normally not be adjusted, i.e.
flow. the cause for change of lubricating oil pressure
should be found before any adjustments are made.
Thermostatic Valve However if necessary please see the
The C25:33 engine are as standard equipped with Service Manual for procedure.
thermostatic valve of the wax element type, with
a fixed temperature range of 54 - 63°C for mixing Lubr. Oil Cooler
application. A plate heat exchanger with stainless steel/titani-
For good temperature control, the pressure loss in um plates is the standard lubr. oil cooler for fresh/
the valve should be 0,14 - 0,5 bar. sea water respectively.
The valve is normally operating in automatic Press. loss in such a cooler (FW / SW-side) is
mode, however in emergency cases each of the normally 0,3 - 0,5 bar and should be limited to
valve elements are fitted with a variable manual 0,6 bar.
override which allows the valve to be Max. pressure loss on lubr.oil side is 0.8 bar
progressively forced to full cooling position. The lubr. oil cooler is designed for removing heat
output from the engine.
Pressure Control For other lubr.oil cooler parameters, please see
Part 1 “Technical data”.
Adjacent to the thermostatic valve is a pressure
regulating valve fitted. Alternatively the lubr. oil cooler can be mounted
The pressure regulating valve function is to keep off engine, in that case is a adapter plate fitted to
the lubricating oil at a constant predescribed pres- the front module, connections to engine are made
sure at all engine speeds. It regulates the pressure through flanges mounted on the adapter plate.
in the system by returning oil from the duct just When the engine is resiliently mounted, expan-
after the lubricating pump directly back sion bellow(s) are to be fitted between external
to the oil sump. The valve is regulated by pilot pipes and engine.
lubricating oil pressure which is taken from the Please note that external pipes are to be
lubricating oil main distributor duct at the last thoroughly rust pickled, acid cleaned, and
cylinder.
Lubricating oil system Marine Propulsion Applications, C25:33

Page 2 : 10 0915 C/AP
Part 2.10
kept completely sealed until finally installed Size factor "k":

onboard. Prior to initial start of engine,
flushing of the external pipes are compulsory. Partial Total
Fuel Solid bowl
Flushing procedure to be executed in accordance discharge discharge
type separator
with RREB practice. separator separator
HFO 0,23 0,24 1)
Lubr. Oil Tanks MDO 0,17 0,20 0,20
The engine has as standard a wet sump arrange-
Dist.. 0,17 0,20 0,20
ment. The wet sump oil volume at maximum
level is approx. 0.5 - 0.64 litre/kW for propulsion
Solid bowl separators, which are cleaned
engines.
manually, can be used only when the fuel is gas
Engines designed for dry sump are available on
oil or marine diesel oil (MDO).
request.
For heavy fuel oil operation the lubr. oil volume
If “intermittent separation” is used, the booster
has to be increased to 1,36 litre/kW.
pump capacity should be doubled for 2 engines,
An alternative to a dry sump arrangement is a wet
tripled for 3 engines etc.
sump with supplement tank for HFO operation.
The recommended separation temperature is
See drawing BC 953/54.
about 95°C and must be kept constant (±2°C).
Centrifugal separation
In addition to the lubr. oil filters we recommend
Lubricating Oil Quality/Changing of
lubr. oil centrifugal separation for engines operat- Lubricating Oil
ing on diesel oil. The lubricating oil should be in accordance with
For engines operating on heavy fuel oil, lubr. oil Bergen Engines Lubricant Guide, which recom-
separators are required. mends viscosity SAE 40 with alkali content
(TBN) dependant on the fuel oil used.
For multi-engine plants operating on heavy fuel oil,
one separator for each engine and “continuous See part 2.10.1 for lubricant guide.
separation” is recommended in order to prevent
spreading of contamination from one engine to
another. We can accept “intermittent separation”,
where one separator is used for 2 engines or more,
as long as its capacity is increased accordingly.
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
k = Size factor according to fuel
P = Maximum Continuous Rating in kW

0915 C/AP Page 3 : 10
Part 2.10

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Part 2.10

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Part 2.10

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Part 2.10

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Part 2.10

Page 10 : 10 0915 C/AP
Part 2.10.1
LUBRICANT GUIDE FOR DIESEL ENGINES

Description
Selection of lubricant in general. It is inadvisable to use a lubricating oil of higher
Selection of a suitable lubricant for engines may additive content (BN) than required, as this may
at times prove complicated and difficult, as a cause deposits in the combustion chamber (piston
number of different factors have to be taken into top/cylinder head).
consideration. This implies that only a general
guidance can be given by the engine The oil companies are also marketing lubricants
manufacturer, to which lubricating oil is suitable of considerably higher BN value than listed by us.
for their engines. These may come into consideration where
extremely poor fuel demand it.
In engines burning fuels of various quality, the
combustion characteristics of the fuel to a great
extent dictates the necessary properties of As the oil companies may change their product
the lubricant. specifications without previous notice, and without
changing the products name, the information given
Different fuel qualities contain a varying degree in the lubricant guide is valid from the stated date
of elements that will form acid compounds in the and until further notice.
combustion process. This list is given as a guide, and Rolls-Royce takes
no responsibility for difficulties that may be caused
An important function of the lubricating oil is to
by the lubricating oil.
neutralize these acids in order to minimise
corrosive wear.This is done by adding alkaline
additives to the lubricant. The “Base Number”
(BN) of an oil is a measure of the alkalinity or
basicity of the oil and is expressed in milligrams
of potassium hydroxide per gramme of oil
(mg KOH/g).
The “Base Number” will for different engines fall

at a varying rate, determined by the consumption
of alkaline additives combined with refilling of
new oil. Our list of recommended/approved
lubricants shows the approximate BN value
recommended to meet different fuel qualities.
Marine Propulsion Application Lubricant guide for diesel engines

0216 C/AP Page 1 : 4
Part 2.10.1
Lubricant guide for diesel engines
Table 1
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
CASTROL CASTROL HLX 40 12 SAE 40
CASTROL MLC 12 SAE 40
CASTROL MHP 154 15 SAE 40
CASTROL MXD 154 15,5 SAE 40
CASTROL TLX PLUS 204 20 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 16XD 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 DISOLA MT40 11 SAE 40
DISOLA M4015 15 SAE 40
DISOLA M4020 20 SAE 40
AURELIA XL4030 30 SAE 40
AURELIA XL4040 40 SAE 40
ENGEN GENMARINE EO 4015 15 SAE 40
GENMARINE EO 4030 30 SAE 40
Lubricant guide for diesel engines Marine Propulsion Applications

Page 2 : 4 0216 C/AP
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 MLC 40 12 SAE 40
MARINE MXD 154 15 SAE 40
MARINE 220 MXD 22 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
REPSOL - YPF NEPTUNO NT 1500 15 SAE 40
NEPTUNO NT 2000 20 SAE 40
SHELL GADINIA 40 *) 11 SAE 40
GADINIA AL40 15 SAE 40
ARGINA S40 20 SAE 40
ARGINA T40 30 SAE 40
ARIGNA X40 40 SAE 40
STATOIL STATOIL DieselWay DD 40 10 SAE 40
STATOIL MarWay 1040 10 SAE 40
*) Not to be used on propulsion engines prod. after 1992 (including diesel electric propulsion)
This list is given as a guide only, and Rolls-Royce It is strongly recommended to send oil samples
takes no responsibility for difficulties that may be to your lube.oil supplier at regular intervals for
caused by the lubricant. analysis, as this gives valuable information
Engines earlier specified with SAE 30, may still about the performance both of the oil itself and
use same viscosity. the engine.
If using brands equivalent to those listed here, the
relevant manufacturer should be consulted about All inquiries should be addressed to
affinity between the products. service.bergen@rolls-royce.com.
Marine Propulsion Applications Lubricant guide for diesel engines

0216 C/AP Page 3 : 4
Part 2.10.1
Lubricant guide for governor
Oil company Oils for governor *)

BHARAT PETROLIUM Turbol 68 / Actuma Ultra Oil 30
BP Turbine / Engine oil
CASTROL Engine oil or Regal R&O 68 / Cetus PAO 68 / GST Oil 68
CHEVRON (TEXACO, CALTEX) Engine oil or GST Oil 68
TOTAL LUBMARINE Turbine / engine oil
EXXON MOBIL Tro - Mar 68 / Turbine / engine oil
INDIAN OIL Turbine / engine oil
PERTO CANADA Turbine / engine oil
REPSOL Turbine / engine oil
SHELL Turbine / engine oil
STATOIL Statoil TurbWay 68, 77
CEPSA Turbine oil
*) For Hydraulic Governor with separate oil system.
Lubricant guide for diesel engines Marine Propulsion Applications

Page 4 : 4 0216 C/AP
2.20
TRANSPORTATION OF ENGINE/GENERA-
TOR. Handling and care after arrival at yard.
1. Possible transport damage shall be reported to
Important factors to be investigated as early as
our service department not later than 10 days
possible:
after discharge at port of destination, by CIP
• Available transport facilities
delivery.
• Road restrictions
2. Engine/generator must be stored indoors,
• Tunnels and bridges restrictions etc.
preferably in a heated room, or with the gen-
erator‘s heating elements connected to the
Packing. mains.
1. The engine sump is covered with preservation
oil that will be completely dissolved in the The packing is to remain on engine/generator
lubricating oil. as long as possible after installation, in order
2. Dessicant bags are located at various places to ensure protection from work in engine
in engine/generator according to attached list. room, such as welding, painting etc.
All bags will be removed by our service engi-
neer before the engine is started. For lifting of engine, see drawing on the next
3. All machined parts with gloss surfaces and page.
parts with tolerances are sprayed with thin oil
- like anticorrosive protectant.
Marine Propulsion Applications, C25:33 Transportation of engine/generator.

0603 C/P Page 1 : 2
2.20
Transportation of engine/generator. Marine Propulsion Applications, C25:33

Page 2 : 2 0603 C/P
Part 3.01
PROPULSION PLANT AND ENGINE

ARRANGEMENTS - EXAMPLES
Marine Propulsion Applications, C25:33 Propulsion plant and engine arrangements - examples
0104 C/P Page 1 : 4
Part 3.01
Propulsion plant and engine arrangements - examples Marine Propulsion Applications, C25:33
Page 2 : 4 0104 C/P
Part 3.01
Marine Propulsion Applications, C25:33 Propulsion plant and engine arrangements - examples
0104 C/P Page 3 : 4
Part 3.01
Propulsion plant and engine arrangements - examples Marine Propulsion Applications, C25:33
Page 4 : 4 0104 C/P
Part 3.02
ALIGNMENT OF PROPULSION ENGINE IN The foundation bolts are fitted in every other hole
SHIP. in the crankcase base. They have to be properly
tightened and secured by counter nuts.
The engine’s reliability and the lifetime of the
bearings are highly dependent of that the align- During the warming-up period, the engine will ex-
ment of engine, coupling, and reduction gear re- pand longitudinally. Consequently the engine fly-
mains correct under all conditions of operation. wheel end is kept in place by utilizing close fitting
It is therefore important to obtain maximum foun- bolts in the two bolts holes (one on each side) ad-
dation stiffness in order to minimize the relative jacent to the flywheel. The bolt holes in the crank-
movement between engine and reduction gear, case base, in the spacers and in the foundation are
due to the hull‘s deformation caused by cargo and reamed simultaneously.
the sea.
Further must the thermal deformations during op- When the foundation bolts are well secured, the
eration be taken into consideration. crankshaft deflection indication is repeated.
It is therefore clear that only highly qualified per-
sonell can perform a correct alignment. If the crankshaft indication is within allowance,
Bergen engines provides an engine fitter that on the coupling flanges can be fitted. When the
request will check the alignment. flanges are supplied ready for assemblage, with
The propulsion system and the reduction gear reamed holes and bolts, they must be fitted ac-
must be aligned and safely secured according to cording to the corresponding marks. The nuts are
manufacturer's specifications before the alignment to be secured.
of engine takes place.
Prior to fitting the engine, make sure that the The close fitting bolts should be easily tapped into
crankcase is well clear of the foundation and position with a hammer, not forced.
frames.
The engine can be lined up horizontally and verti- The engine is held in position in transverse direc-
cally by the foundation adjusting screws. tion by wedging. For this reason one chock is
welded to the crankcase base on each side at the
Since engine plants are delivered with a variety of forward end of the engine. The chocks are welded
flexible couplings, and there is no standard proce- to the foundation after final alignment. The engine
dure for alignment, please see separate instruction is then locked in transverse direction, but can ex-
for each flexible coupling. pand in the longitudinal direction.
Due to the weight of the flywheel and the flexible See drawings on the next pages.
coupling, the indication of the crankshaft will read
a higher value than predicted for a new engine.
When the crankshaft has been indicated, the spac-

ers can be fitted. These are machined to suitable
thickness before adjusted by colouring and filing.
For easier to determine the thickness of the spac-
ers and to ensure the best contact with the founda-
tion, the spacers should be machined to have an
inward inclination not exceeding 1:100.
The spacers are carefully "tapped" into position.
Approved type of "chockfast" can be used instead

of spacers, provided that the work is performed
according to manufacturer‘s guidelines.
Marine Propulsion Applications, C25:33 Alignment of propulsion engine in ship.

0905 C/P Page 1 : 6
Part 3.02
Alignment of propulsion engine in ship. Marine Propulsion Applications, C25:33

Page 2 : 6 0905 C/P
Part 3.02
FLEXIBLE MOUNTED PROPULSION

ENGINE IN SHIP.
The engine is mounted on the flexible suspension 3. All steel blocks are marked and then
and tested at our factory. removed from the brackets.
After the test the rubber pads are locked in loaded 4. The engine oil pan is topped up to attain
position by steel blocks bolted between the brack- engine weight close to the weight in service
ets (see drawings), and this allows erection and condition, and then the engine is left to rest
pre-alignment on board as for rigid mounting. for min. 72 hours on the flexible suspension,
in order to allow for creepage of the rubber
Erection and alignment: pads.
1. Check that the clearance is at least 40 mm 5. The alignment of the engine with the reduc-
between engine oil pan and engine foundation gear is checked again, and if it is within
tion in the ship, as this is generally min. dis- the tolerance, the flexible elements can be fit-
tance between the engine and fixed ted in the shaft coupling.
installations on board. 6. Finaly the crankshaft deflection is checked to
Shaft couplings and clutches are presumed make sure that all indications are normal
fitted before engine alignment takes place. before the brackets are fastened by “choch-
2. The engine is erected and aligned with the fast”/spacers and foundation bolts to the
reduction gear according to our “Alignment foundation in the ship.
Diagram”, i. e. the crankshaft center is
adjusted 10-15% higher than the gear input
shaft, in order to allow for initial deflection
of the rubber pads when they are loaded. The
engine is jacked up or lowered by the adjust-
ing screw on the brackets.
See drawings on the next pages.
Marine Propulsion Applications, C25:33 Flexible mounted propulsion engine in ship.

0905 C/P Page 3 : 6
Part 3.02
Draw. No. B 750/25
Flexible mounted propulsion engine in ship. Marine Propulsion Applications, C25:33

Page 4 : 6 0905 C/P
Part 3.02
Marine Propulsion Applications, C25:33 Flexible mounted propulsion engine in ship.

0905 C/P Page 5 : 6
Part 3.02
PIPE CONNECTIONS
Pipe connections Marine Propulsion Applications, C25:33

Page 6 : 6 0905 C/P
Part 3.04
ENGINE INSTALLATION.
Main dimensions and weights.
Drawings for rigid and resillient mounted engines

for C25:33L6P, C25:33L8P & C25:33L9P.
The following engine outline drawings are out of

scale.
Marine Propulsion Applications, C25:33 Engine installation.

1110 C/P Page 1 : 8
Part 3.04
Engine installation. Marine Propulsion Applications, C25:33

Page 2 : 8 1110 C/P
Part 3.04

1110 C/P Page 3 : 8
Part 3.04

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Part 3.04

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Part 3.04

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Part 3.04

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Part 3.04

Page 8 : 8 1110 C/P
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 Propulsion Applications, C25:33 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 Propulsion Applications, C25:33
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.
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.
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.
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.
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.
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)

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)

Note: DO = Digital output (potential free contact)

AO = Analog output (galvanic isolated)
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
0309 BC/AP Page 9 : 10
Part 4.01
Page 10 : 10 0309 BC/AP
Part 5.01
SERVICE AND MAINTENANCE Powerpack

Remove and install powerpack (cylinder head,
Time consumption, standard maintenance piston and connecting rod as one unit). Clean and
operations
overhaul cylinder head, piston and connecting
Introduction rod, and cylinder liner. Readjust valve clearances.
In the following, some typical engine mainte- Persons required .............................................. 2
nance operations are listed. Several operations are Total time consumption: ..................... 23.0 hrs.
of such nature that more than one person might be Period disabled:................................... 12.0 hrs.
required to conduct the work involved in a safe
and proper manner, and in accordance with the
Main bearing
Rolls-Royce specifications and Quality Assurance
Remove and install (1) set of main bearings.
standards applicable.
Persons required:............................................. 2
The listing provides, as guidance only, the total
Total time consumption: ....................... 4.0 hrs.
man-hours of time consumption for the given
Period disabled:..................................... 2.0 hrs.
operation, as well as the period of time the engine
could be out of service while worked on. The
numbers given reflect the performance of trained Crankshaft deflection
and experienced Rolls-Royce service engineers, Take (1) complete set of warm or cold crankshaft
whereas considerations to additional time deflection readings.
consumption should be taken when employing Persons required:............................................. 2
less experienced personnel. Total time consumption: ....................... 2.0 hrs.
Period disabled:..................................... 1.0 hrs.
Cylinder head
Remove and install (1) cylinder head on engine Governor drive
for inspection purposes only, readjust valve Remove and install governor drive. Clean and
clearances. overhaul.
Persons required:............................................. 2 Persons required:............................................. 1
Total time consumption: ....................... 4.0 hrs. Total time consumption: ....................... 4.5 hrs.
Period disabled:..................................... 2.0 hrs. Period disabled:..................................... 4.5 hrs.
Cylinder head Fuel injection pump

Remove and install (1) cylinder head. Clean and Remove and install (1) fuel injection pump. Clean
overhaul, readjust valve clearances. and overhaul.
Persons required:............................................. 2 Persons required:............................................. 1
Total time consumption: ..................... 16.0 hrs. Total time consumption: ....................... 5.0 hrs.
Period disabled:..................................... 9.0 hrs. Period disabled:..................................... 5.5 hrs.
Piston and connecting rod Fuel injector

Remove and install (1) cylinder head, and piston Remove and install (1) fuel injector.
and connecting rod assembly. Clean and overhaul Clean, overhaul and adjust opening pressure.
cylinder head, piston and connecting rod, and Persons required:............................................. 1
cylinder liner. Readjust valve clearances. Total time consumption: ....................... 3.0 hrs.
Persons required:............................................. 2 Period disabled:..................................... 3.0 hrs.
Total time consumption: ..................... 25.0 hrs.
Period disabled:................................... 14.0 hrs.
Marine Auxiliary Applications, C25:33 Service and maintenance

0514 C/AP Page 1 : 3
Part 5.01
Lubr. oil pump

Remove and install lubr. oil pump. Clean,
overhaul and adjust pressure.
Persons required: ............................................ 2
Total time consumption:..................... 12.0 hrs.
Period disabled: .................................... 7.0 hrs.
Cooling water pump.

Remove and install cooling water pump. Clean
and overhaul.
Turbocharger.
Dismantle and reassemble turbocharger. Clean,
inspect and replace bearings.
Period disabled: .................................. 10.0 hrs.
Charge air cooler.

Dismantle and reassemble charge air cooler.
Clean and inspect.
Service and maintenance Marine Auxiliary Applications, C25:33

Page 2 : 3 0514 C/AP
Part 5.01
Marine Auxiliary Applications, C25:33 Service and maintenance

0514 C/AP Page 3 : 3
[ BLANK ]
Draw.no: 1012/00 Routine Maintenance Schedule 60.000
Instruction no: 2100 Valid for C25:33 Engines for MDO Operation, Marine Application
Revision: November 2015 Rev B
S = Spot Check, C = Check all, L= Lubricate, W= Clean / Adjust, O = Overhaul, R = Replace
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
21000
22000
23000
24000
25000
26000
27000
28000
29000
30000
31000
32000
33000
34000
35000
36000
37000
38000
39000
40000
41000
42000
43000
44000
45000
46000
47000
48000
49000
50000
51000
52000
53000
54000
55000
56000
57000
58000
59000
60000
1000
1500
2000
2500
3000
3500
4000
4500
5000
6000
7000
8000
9000
100
500
Item NoInstr. No.
1 CYLINDER HEADS 1
101 5100 Cylinder head bolts: retighten approx. 100 hrs after refitting of cyl.head C C C C 101
102 5100 Cylinder head: max. firing pressure C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 102
103 5100 Inlet and exhaust valve clearance. Also approx.100 hrs after refitting of cyl.head C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 103
a) See service 104 5110 Inlet and exhaust valves rotators (rotocaps) C C C C C C C C C R C C C C C C C C C R C C C C C C C C C R 104
manual 105 5100 Valve gear system for inlet and exhaust valves S O S O S O 105
instructions 106 5110 Inlet and exhaust valves / valve seats: overhaul / replace according to wear R R R 106
107 5110 Inlet and exhaust valve guides C C C 107
108 5200 Indicator valves C C C 108
b) See separate 2 FUEL OIL SYSTEM 2
instructions 201 7220 Fuel injection nozzle holders W W W O W W W O W W W O 201
202 7220 Fuel injection nozzles R R R R R R R R R R R R 202
203 7205 Fuel injection pump drive: alternating spot checks S S S O S S S O S S S O 203
204 7210 Fuel injection pump O O O 204
The schedule is
205 7210 Fuel injection pump: erosion plug S S R S S S R S S S R 205
only valid for
normal operating
206 7210 Fuel injection pump: auto stop cylinder emergency stop test Check monthly 206
conditions as 207 7210 Fuel injection pump: fuel rack - lubricate and check every pump for signs of sticking Weekly and before start 207
defined in the 208 7270 Fuel oil filter Replace every 6 months or at diff. pressure 208
contracts, service 209 7250 Fuel oil pulsation dampers in low pressure fuel system: open valve to check for leakage C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 209
agreements or 210 7250 Flexible fuel connections C C C C R C C C C R C C C C R 210
relevant technical 211 7260 Engine driven fuel oil booster pump O O O 211
documentation 212 - Fuel oil sample When bunkering 212
from Rolls-Royce 213 - High pressure pipe C C C C C C C C C C C C 213
3 CYLINDER LINERS 3
301 4100 Honing: overhaul / replace according to wear O O O 301
The intervals in 302 4100 Remove liner / check water jacket / replace sealing O O O 302
this schedule are 303 4100 Carbon cutting ring C C R 303
for guidance only 4 PISTONS / CONNECTING RODS 4
and are subject to
401 4200 Gudgeon pin bushing: replace when off limit C C R 401
local ambient
conditions. The 402 4200 Gudgeon pin C C C 402
schedule is 403 4200 Piston including piston ring grooves (gap / clearence): replace after 60.000 hrs C C R 403
applicable to 404 4210 Piston rings: also replace after honing of cyl. liner R R R 404
engines with more 405 4300 Big end bearing shells R R R 405
than 2000 annual 406 4300 Big end bearing assembly (ovality control and surface check) C C C 406
operating hrs 407 4200 Connecting rod shims R R R 407
5 CRANKSHAFT 5
501 3120 Main bearings and thrust washers S R S 501
S = Dismantle / 502 3300 Crankshaft deflection: check before and after every major overhaul / docking C C C C C C C C C C C C 502
inspect 1 item and 503 b) Flexible couplings (not applicable to generators directly bolted to the flywheel) S S S S S S S S S S S S 503
check condition 504 3310 Flywheel ring gear teeth and start motor pinion (insert Molykote paste before use) C C C C C C C C C C C C 504
(leakage, 505 3320 Torsional vibration damper: spring type O O 505
abnormal wear, 506 3320 Torsional vibration damper: fluid type (subsequent fluid samples to be taken according to supplier's indications) C 506
cracks, 507 3330 Flexible gear wheel, pump drive (pump end) S S S S S S S O S S S S 507
contamination
6 CAMSHAFTS 6
etc.)
601 6100 Camshaft bearings and thrust washers S 601
602 6100 Fuel cams S S S S S S S S S S S S 602
603 6100 Inlet and exhaust cams S S S S S S S S S S S S 603
The schedule may 604 6110 Camshaft drive with gear wheels S S S S S S S S S S S S 604
only be changed 605 6300 Governor drive S S S O S S S O S S S O 605
by a service letter 606 6200 Swing arms S S S C S S S C S S S C 606
from Rolls-Royce
607 6200 Eccentric shaft S S S S S S S S S S S S 607
608 6200 VVT Cylinder (optional) C C C C C C C C C C C C 608
7 LUBRICATING OIL 7
701 - Clean lubr.oil tank / sump when changing lubr.oil W W W 701
702 1134 Lubr.oil analysis C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 702
704 7310 Main lubricating oil pump O O 704
705 b) Lub. oil filters with paper elements: replace at least every 6 months or at diff. pressure R R R R R R R R R R R R R R R 705
706 b) Lub.oil filter with fibreglass elements See separate instructions 706
707 7330 Centrifugal separation filter lubr.oil: clean every 500 hrs, paper insert to be changed when required W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W 707
708 b) Lubricating oil priming pump (electrical) C C C C C C C C C C C C 708
709 b) Lubr.oil cooler: see section 9 - cooling water quality / parameters Clean when necessary 709
8 CHARGE AIR AND EXHAUST SYSTEM 8
801 7100 Turbocharger bearings: see sign on turbo charger housing See separate instructions 801
802 7100 Turbocharger rotor: see sign on turbo charger housing See separate instructions 802
803 7100 Turbocharger air filters: clean when dirty See separate instructions 803
804 7110 Turbocharger - water washing of compressor: every 50 hrs See separate instructions 804
805 7120 Charge air cooler: clean when necessary See separate instructions 805
806 7130 Exhaust manifold bellows C C C C C C C C C C C C 806
807 7301 Exhaust manifold insulation C C C C C C C C C C C C 807
9 COOLING WATER 9
901 1136 Cooling water quality and flow: check monthly C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 901
902 7410 Cooling water pumps with drive (high and low temperature) S O S O S O 902
903 b) Jacket water cooler (optional): clean when necessary O O O 903
904 - Sea water pump with drive (optional) C O C O C O C O C O C O 904
10 ALARM / CONTROL SYSTEM - FUNCTION TEST INTERVALS 10
1001 2000 Auto stops According to classification requirements 1001
1002 2000 Interlocks According to classification requirements or at least once a year 1002
1003 2000 Emergency start Check monthly 1003
1004 2000 Alarm system communication Every year 1004
1005 2000 VVT function and alarms (optional) Every 3 months 1005
1006 2000 Oil mist detector See separate instructions 1006
1007 2000 Temperature PID controller Every 3 months 1007
1008 2000 Lubrication of fuel pumps Check weekly or at every start 1008
1009 2000 Control shaft linkages and fuel rack calibration Check weekly / lubricate 1009
1010 2000 Speed pick-up clearance and cleaning Check monthly 1010
1011 2000 Tightening of connectors and screw terminals Check once every 6 months 1011
1012 2000 Pressure transmitters and temperature sensors Every 3 months (according to classification requirements) 1012
1013 2000 Cleaning and visual checking of all electrical equipment Every 3 months 1013
1014 2000 Auxiliary equipment Every year 1014
1015 2000 Earth fault Check weekly 1015
11 MISCELLANEOUS 11
1101 3140 Resilient mounting of engine (optional): check for cracks / damages / loose bolts Every 6 months 1101
1102 - All flexible connections: hoses, bellows etc. Check every 2 months 1102
1103 b) Governor / actuator Change oil every 3 months R R 1103
1104 Governor control shaft with linkages and couplings Check / lubricate weekly 1104
1105 b) Start air motor See separate instructions 1105
1106 - Exhaust pipe insulation According to SOLAS regulations 1106
1107 - Screw and pipe connections - outside and inside on engine C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 1107
Draw.no: 1012/02 Routine Maintenance Schedule 60.000
Instruction no: 2100 Valid for C25:33 Engines for HFO Operation, Marine Application
Revision: November 2015 Rev B
S = Spot Check, C = Check all, L= Lubricate, W= Clean / Adjust, O = Overhaul, R = Replace
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
21000
22000
23000
24000
25000
26000
27000
28000
29000
30000
31000
32000
33000
34000
35000
36000
37000
38000
39000
40000
41000
42000
43000
44000
45000
46000
47000
48000
49000
50000
51000
52000
53000
54000
55000
56000
57000
58000
59000
60000
1000
1500
2000
2500
3000
3500
4000
4500
5000
6000
7000
8000
9000
100
500
Item No.Instr. No.
1 CYLINDER HEADS 1
101 5100 Cylinder head bolts: retighten approx. 100 hrs after refitting of cyl.head C C C C 101
102 5100 Cylinder head: max. firing pressure (ignition timing) C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 102
103 5100 Inlet and exhaust valve clearance. Also approx.100 hrs after refitting of cyl.head C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 103
a) See service
104 5110 Inlet and exhaust valves rotators (rotocaps) C C C C C C C C C R C C C C C C C C C R C C C C C C C C C R 104
manual instructions
105 5100 Valve gear system for inlet and exhaust valves S O S O S O 105
106 5110 Inlet and exhaust valves / valve seats: overhaul / replace according to wear R R R 106
107 5110 Inlet and exhaust valve guides C C C 107
b) See separate 108 5200 Indicator valves C C C 108
instructions 2 FUEL OIL SYSTEM 2
201 7220 Fuel injection nozzle holders W W W O W W W O W W W W 201
202 7220 Fuel injection nozzles R R R R R R R R R R R R 202
The schedule is 203 7205 Fuel injection pump drive: alternating spot checks S S S O S S S O S S S O 203
only valid for 204 7210 Fuel injection pump O O O 204
normal operating 205 7210 Fuel injection pump: erosion plug S S R S S S R S S S R 205
conditions as 206 7210 Fuel injection pump: auto stop cylinder emergency stop test Check monthly 206
defined in the 207 7210 Fuel injection pump: fuel rack - lubricate and check every pump for signs of sticking Weekly and before start 207
contracts, service 208 7270 Fuel oil filter Replace every 6 months or at diff. pressure 208
agreements or 209 7250 Fuel oil pulsation dampers in low pressure fuel system: open valve to check for leakage C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 209
relevant technical
210 7250 Flexible fuel connections C C R C C R C C R C C R C C R C C R 210
documentation
from Rolls-Royce
211 b) Heavy fuel oil module See separate instructions 211
212 b) Heavy fuel oil change-over valve See separate instructions 212
213 - Fuel oil sample When bunkering 213
214 - High pressure pipe C C C C C C C C C C C C 214
The intervals in this 3 CYLINDER LINERS 3
schedule are for 301 4100 Honing: overhaul / replace according to wear O O O 301
guidance only and
302 4100 Remove liner / check water jacket / replace sealing O O O 302
are subject to local
ambient conditions. 303 4100 Carbon cutting ring C C R 303
The schedule is 4 PISTONS / CONNECTING RODS 4
applicable to 401 4200 Gudgeon pin bushing: replace when off limit C C R 401
engines with more 402 4200 Gudgeon pin C C C 402
than 2000 annual 403 4200 Piston including piston ring grooves (gap / clearence): replace after 60.000 hrs C C R 403
operating hrs 404 4210 Piston rings: also replace after honing of cyl. liner R R R 404
405 4300 Big end bearing shells R R R 405
406 4300 Big end bearing assembly (ovality control and surface check) C C C 406
S = Dismantle / 407 4200 Connecting rod shims R R R 407
inspect 1 item and 5 CRANKSHAFT 5
check condition 501 3120 Main bearings and thrust washers S R S 501
(leakage, abnormal 502 3300 Crankshaft deflection: check before and after every major overhaul / docking C C C C C C C C C C C C 502
wear, cracks,
503 b) Flexible couplings (not applicable to generators directly bolted to the flywheel) S S S S S S S S S S S S 503
contamination etc.)
504 3310 Flywheel ring gear teeth and start motor pinion (insert Molykote paste before use) C C C C C C C C C C C C 504
505 3320 Torsional vibration damper: spring type O O 505
506 3320 Torsional vibration damper: fluid type (subsequent fluid samples to be taken according to supplier's indications) C 506
The schedule may 507 3330 Flexible gear wheel, pump drive (pump end) S S S S S S S S S S S S 507
only be changed 6 CAMSHAFTS 6
by a service letter 601 6100 Camshaft bearings and thrust washers S 601
from Rolls-Royce
602 6100 Fuel cams S S S S S S S S S S S S 602
603 6100 Inlet and exhaust cams S S S S S S S S S S S S 603
604 6110 Camshaft drive with gear wheels S S S S S S S S S S S S 604
605 6300 Governor drive S S S O S S S O S S S O 605
606 6200 Swing arms S S S S S S S O S S S S 606
607 6200 Eccentric shaft S S S S S S S S S S S S 607
608 6200 VVT Cylinder (optional) C C C C C C C C C C C C 608
7 LUBRICATING OIL 7
701 - Clean lubr.oil tank / sump when changing lubr.oil W W W 701
702 1134 Lubr.oil analysis C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 702
704 7310 Main lubricating oil pump O O 704
705 b) Lub. oil filters with paper elements: replace at least every 6 months or at diff. Pressure R R R R R R R R R R R R R R R 705
706 b) Lub.oil filter with fibreglass elements See separate instructions 706
707 7330 Centrifugal separation filter lubr.oil: clean every 500 hrs, paper insert to be changed when required W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W 707
708 b) Lubricating oil priming pump (electrical) C C C C C C C C C C C C 708
709 b) Lubr.oil cooler: see section 9 - cooling water quality / parameters Clean when necessary 709
8 CHARGE AIR AND EXHAUST SYSTEM 8
801 7100 Turbocharger bearings: see sign on turbo charger housing See separate instructions 801
802 7100 Turbocharger rotor: see sign on turbo charger housing See separate instructions 802
803 7100 Turbocharger air filters: clean when dirty See separate instructions 803
804 7110 Turbocharger - water washing of compressor: every 50 hrs See separate instructions 804
805 7120 Charge air cooler: clean when necessary See separate instructions 805
806 7130 Exhaust manifold bellows C C C C C C C C C C C C 806
807 7301 Exhaust manifold insulation C C C C C C C C C C C C 807
808 7110 Turbo charger - water washing of turbine: every 100 hrs See separate ABB manual 808
9 COOLING WATER 9
901 1136 Cooling water quality and flow: check monthly C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 901
902 7410 Cooling water pumps with drive (high and low temperature) S O S O S O 902
903 b) Jacket water cooler (optional): clean when necessary O O O 903
904 - Sea water pump with drive (optional) C O C O C O C O C O C O 904
10 ALARM / CONTROL SYSTEM - FUNCTION TEST INTERVALS 10
1001 2000 Auto stops According to classification requirements 1001
1002 2000 Interlocks According to classification requirements or at least once a year 1002
1003 2000 Emergency start Check monthly 1003
1004 2000 Alarm system communication Every year 1004
1005 2000 VVT function and alarms (optional) Every 3 months 1005
1006 2000 Oil mist detector See separate instructions 1006
1007 2000 Temperature PID controller Every 3 months 1007
1008 2000 Lubrication of fuel pumps Check weekly or at every start 1008
1009 2000 Washing of fuel pumps Weekly 1009
1010 2000 Control shaft linkages and fuel rack calibration Check weekly / lubricate 1010
1011 2000 Speed pick-up clearance and cleaning Check monthly 1011
1012 2000 Tightening of connectors and screw terminals Once every 6 months 1012
1013 2000 Pressure transmitters and temperature sensors Every 3 months (according to classification requirements) 1013
1014 2000 Cleaning and visual checking of all electrical equipment Every 3 months 1014
1015 2000 Auxiliary equipment Every year 1015
1016 2000 Earth fault Check weekly 1016
11 MISCELLANEOUS 11
1101 3140 Resilient mounting of engine (optional): check for cracks / damages / loose bolts Every 6 months 1101
1102 - All flexible connections: hoses, bellows etc. Check every 2 months 1102
1103 b) Governor / actuator Change oil every 3 months R R 1103
1104 Governor control shaft with linkages and couplings Check / lubricate weekly 1104
1105 b) Start air motor See separate instructions 1105
1106 - Exhaust pipe insulation According to SOLAS regulations 1106
1107 - Screw and pipe connections - outside and inside on engine C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 1107

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MARINE PROPULSION APPLICATIONS

BERGEN ENGINE TYPE C25:33P

FUEL OIL OPERATION

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

Edition: May 2009 (Rev. 05. February 2016)

© Bergen Engines AS 2016 Bergen Engines AS

Marine Propulsion Applications, C25:33

1.01 Standard and optional engine design / Selection chart

2.02 Starting and control air system

3.01 Engine arrangements - examples

4.01 Safety, control and monitoring

5.01 Service and maintenance:

Marine Propulsion Applications, C25:33

This description is in general related to standard Crankshaft

Bergen type C- is a 4-stroke engine built in

Marine Propulsion Applications, C25:33 Standard and optional engine design.

Pistons “DELORO” seat armouring for best resistance

Standard and optional engine design. Marine Propulsion Applications, C25:33

The high-pressure pipes to the nozzles are

For heavy oil duty, the booster pump as well as

The diesel oil/heavy fuel oil change-over valve is

Fuel system Cooling water system

Marine Propulsion Applications, C25:33 Standard and optional engine design.

Engine-driven sea/low temp. fresh-water pump is Or:

Exhaust gas NOx emissions Sequencing, monitoring and safety

Standard and optional engine design. Marine Propulsion Applications, C25:33

Direction of rotation and cylinder numbering:

This side: Manoeuvre side

Marine Propulsion Applications, C25:33 Standard and optional engine design.

Standard and optional engine design.

Standard & Generator Propulsion

Standard and optional engine design. Marine Propulsion Applications, C25:33

Marine Propulsion Applications, C25:33 Technical data

Technical data Marine Propulsion Applications, C25:33

Marine Propulsion Applications, C25:33 Technical data

Technical data Marine Propulsion Applications, C25:33

Marine Propulsion Applications, C25:33 Technical data

Technical data Marine Propulsion Applications, C25:33

FUEL OIL SPECIFICATIONS

Additional Limits On Residual Fuel Characteristics

Characteristics Unit Limit Value Test Method

Additional Limits On Distillate Fuel Characteristics

Characteristics Unit Limit Value Test Method

Lubricity µm max. 460,0 ISO 12156-1

Diesel oil (MDO)

Marine Propulsion Applications, C25:33 Fuel oil specifications

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

Specific fuel oil consumption is based on MDO

Heavy fuel oil (HFO)

“Heavy fuel” is an expression used colloquially

The designation for residual type fuel is not con-

Fuel oil specifications Marine Propulsion Applications, C25:33

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

Drawing No. L 757/02. Viscosity / Temperature

Marine Propulsion Applications, C25:33 Fuel oil specifications

Fuel oil specifications Marine Propulsion Applications, C25:33

FUEL CONSUMPTION/PROPELLER LAW.

Marine Propulsion Applications, C25:33 Fuel consumption/Propeller law.