You are on page 1of 97

Contents

Introduction 02

Ship design 04

Integrated ship systems 19

Marine engine and propulsion systems 20

Gas turbines 58

Propulsors 64
Azimuth thrusters 64
Propellers 74
Waterjets 80
Tunnel thrusters 90
Promas 96
Podded propulsors 102

Bearings and seals 110

Reduction gears 112

Stabilisation and manoeuvring 114


Fin stabilisers 116
Steering gear 122
Rudders 132

Deck machinery 138

Automation and control 158

Electrical power systems 168

Marine Shiplifts
Global service and support
172

176

ProductS ANd SYStEMS


01
Rolls-Royce serving
the marine market
Rolls-Royce has a world leading range of capabilities in the marine
market, encompassing vessel design, the integration of complex systems
and the supply and support of power and propulsion equipment.
We are leaders in mission-critical systems for offshore oil and gas rigs,
offshore, merchant and naval vessels.

Today the Rolls-Royce marine product range is one of the broadest in


the world. 70 of the worlds maritime forces and over 30,000 commercial
vessels use our equipment.

Our global support network underpins all activities and continues to


expand with 50 centres in 28 countries with more planned.

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

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

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

naval
Our experience in naval propulsion spans over 50 years for both surface
ships and submarines. We have developed the MT30, the worlds most
powerful marine gas turbine at sea, powering the U.S. Navys monohull
Littoral Combat Ship, and also selected by Korea and the UK for future
naval programmes.
03
Ship design
A Rolls-Royce designed vessel is more than just a hull design. It is a
hydrodynamic, efficient vessel with diesel engines or gas turbines

Ship DeSign
and all major systems fully integrated for the best performance,
enabling vessels to be built anywhere in the world.
Offshore vessels
Rolls-Royce offers a range of ship designs for the offshore sector from
its well known UT-Design family, launched in the mid 1970s. The range

Ship DeSign
includes: platform supply vessels, anchor handling/tug/supply vessels,
multipurpose service vessels and other specialised vessels.

platform supply vessels (pSV)


The UT range of platform supply vessels provides excellent motion
characteristics and optimised operational costs versus cargo capacity.
Ut 755 Cd
Ut 755 CD Medium-sized platform supply vessel
Deck area: 670 m2
Length : 78.7 m
Breadth : 16 m Diesel electric machinery system
Draft : 5.5 m with thrusters or diesel mechanic
Dead weight : 3200 t
Speed : 14.7 kn version available
Main engines : 4 x 910 kW

anchor-handling/tug/supply vessels (ahTS)


The design for AHTS vessels range from small and compact vessels to
large powerful ships. They can be fitted with the worlds largest winches
from Rolls-Royce, providing tremendous pull capacity.

Ut 790 WP Large anchor-handler tug supply


vessel
Length : 90.6 m
Breadth : 23 m Conventional twin shaftline
Draft : 7.1 m solution or single propeller and two
Dead weight
Speed
:
:
3400 t
17.5 kn Azipulls Ut 790 WP
Main engines : 4 x 2765 kW Heave compensated lifting crane
Bollard pull : 270 t
or A-frame

Multipurpose service vessels (MpSV)


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

Ut 788 CD Large multipurpose subsea


construction and anchor-handling
Length : 93.4 m
Breadth : 22 m Combined diesel mechanical/diesel
Draft : 6.5 m electric machinery
Dead weight : 4700 t
Speed : 18.5 kn Heave compensated lifting crane or
Main engines : 2 x 7500 kW A-frame
: 3 x 1600 kW
Bollard pull : over 300 t

Ut 788 Cd
06 07
Other specialised vessels
The UT range also includes other specialised vessels like research,
cable-laying, emergency response, rescue, well stimulation, well
intervention, smaller FPSOs and drilling vessels.

Ship DeSign
Ut 768 WP Subsea service platform for deep
(Subsea construction) to ultra deep waters
Diesel electric machinery with
Length : 135 m azimuth propulsion
Breadth :
Draft :
30 m
8.0 m
2 moonpools Ut 768 WP
IMR duties, Subsea construction/
Dead weight : 11800 t
installation work, ROV operations
Speed : 14.5 kn
Module handling
Main engines : 6 x 4320 kW

Ut 830 WP Medium-sized seismic


(Seismic vessel) research vessel
Operates up to 16 streamers
Length : 90.20 m Combination of RPS class and
Breadth : 23 m hybrid propulsion system
Draft : 7.3 m Operates worldwide, Arctic to
Speed : 16 kn
tropical waters
Main engines : 2 x 4500 kW
Operate Sikorsky S92 helicopter
Pull @ 5 kts : up to 125 t
or equivalent Ut 830 WP

Coastguard, OpV and eeZ vessels


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

Ut 512 Coastguard vessel


Length : 83 m Suitable for a variety of tasks such
Breadth : 15.5 m as patrolling, fisheries protection,
Draft (max) : 6m emergency standby, pollution
Dead weight : 1500 t control, salvage and towing
Speed : 18.5 kn
Bollard pull : over 100 t
Ut 512

08 09
Fishing vessels
The Rolls-Royce NVC-Design range of fishing vessels is developed
to provide optimal fuel consumption, fish handling and working

Ship DeSign
conditions at sea. Safe working conditions are guaranteed on an
optimal freeboard, and modern fish handling solutions are included
in the designs.

Stern trawlers pelagic trawlers


Our designs for stern trawlers range from small and compact wet fish Our range of pelagic vessels consists of all sizes of RSW-cooled
trawlers to large and powerful factory freeze trawlers. The vessels can be bulk carrying vessels in addition to large factory processing
arranged with hydraulic or electric deck machinery. freezer trawlers.

NVC 372 WP Stern trawler developed for fuel NVC 349 Highly efficient purse seiner/
efficient operations through pelagic trawler
a wave piercing hull design, Can be delivered with HSG
twin screw propulsors and HSG propulsion system
machinery system Low emission and fuel
Length : 75.1 m Bottom and mid-water trawling Length : 63.8 m consumption levels
Breadth : 16 m Low emission and fuel Breath : 14 m Seakeeping and comfort
Draft (summer) : 6.5 m consumption levels Draft : 7.2 m Gentle fish handling
Speed : 17 kn Speed : 16 kn
Seakeeping and comfort
Main engines : 2 x 2560 kW Main engines : 3000 kW
Gentle fish handling
Cargo hold : 2000 m3 Cargo hold : over 1600 t

NVC 372 WP NVC 349

14 15
naval vessels
To meet the growing demand for adapted Rolls-Royce commercial
vessel designs in the global governmental market we have

Ship DeSign
established a dedicated naval ship design team based in Bristol, UK.
The team leverages the expertise of other ship design teams around
the world and is focused on the OPV and support vessel sectors
to meet the needs of Naval, Coast Guard and other government
agencies for efficient and economical to build ship designs.
Integrated propulsion systems include those powered by Bergen Logistic support vessels
medium speed diesels and MTU high speed diesels . The Rolls-Royce family of Logistics Support Vessels (LSV)
are designed for fleet replenishment of solids and liquids
patrol vessels (fuel, aviation fuel, water). All designs use the award-winning
The MPV55 is the smallest in a new family of patrol vessel designs Environship hullform with Promas propeller/rudder and HSG
prepared by Rolls-Royce for Coastguard and Navy use in patrolling EEZs. propulsion systems for optimum fuel efficiency.
Designed to be fully compliant with MARPOL and IMO/SOLAS
requirements, the vessel has extensive range and excellent operability in LSV VARIANtS
higher sea states.
Length : 155 m 170m 200m
Aviation capable 75m and 90m vessel designs are in preparation. Beam : 24.5m 24.5m 27.5m
DWL : 8.3m 8.0m 10.0m

MPV 55 Speed
Range
:
:
18 knots
10,000nm
18 knots
10,000nm
20 knots
12,000nm
Cargo hold : 2 x NH90 2 x NH90 2 x NH90
Length : 54.4 m
Beam : 9.0 m
Cargo
DWL : 2.4 m
F76 : 7,000 te 8,000 te 20,000 te
Speed : 23 knots
F44 : 350 te 1,500 te 2,500 te
Range : 4,500 nm
FW : 250 te 250 te 2,400 te
Weapons : 1 x 30 mm canon
Solid : 1,200 te 500 te 1,000 te
: 2 x 50 cal HMG
Boats : 2 x 8m 45 knot rHIBs
: 1 x 5m Workboat

16 17
OFFSHORE VESSELS

Ship SySTeMS
inTegraTeD
Integrated ship systems
rolls-royce, your perfect partner for efficient and cost
effective systems solutions
Rolls-Royce has a wealth of experience in ship, propulsion
and power systems design. We have designed more than
800 offshore and merchant vessels in the last 30 years, and
many of them are now working in the worlds harshest
environments. Investment continues in the technologies
that address the need for more efficient and environmentally
sustainable power and propulsion systems.

NAVAL VESSELS We go to great lengths to develop energy efficient hull


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

The breadth of our product offering enables Rolls-Royce


to bring the right products together so the propulsion and
ancillary systems fully match the ship owner's operating
requirements. Construction and operational support is also
simplified - as there is a single point of contact for service and
spares.
MERCHANt VESSELS
In 2011 Rolls-Royce and Daimler joined forces to create a
new marine and industrial engine joint venture through the
We have the ability to integrate complex ship systems that are acquisition of Tognum. The new entity brings together the
engineered to work efficiently together. As an integrator and a well-known MTU and Bergen engine names, extending the
designer our aim is to get the best products together as an efficient product portfolio to include both medium-speed and high-
system and design the optimum ship around them. speed diesel and gas engines.
18 19
prOpuLSiOn SySTeMS
Marine engine anD
Diesel and gas engines
generator sets and
propulsion systems
Rolls-Royce, with the Bergen engine range is a leading developer
and manufacturer of medium speed diesel and gas propulsion
engines and generator sets. Since 1946 we have developed
and installed thousands of units, meeting the requirements of
ship owners and land-based installations for robust, reliable and
economical power. In the 1980s we developed our lean burn
combustion system and applied it to engines using various types
of gas as fuel. This has been further refined on our latest gas
engines, providing leading thermal efficiencies with high power
density and low emissions.

As the marine industry is increasingly turning towards


burning natural gas for propulsion, Bergen gas engines
have built an unrivalled track record in powering ships, and
reducing exhaust emissions of carbon dioxide, NOx, SOx and
particulates.

Diesel engines are available in the 1,800 8,000kW power


range and gas engines from 1,400 7,000kW.
20 21
Bergen marine engines Marine engine product range
Bergen diesel and gas engine are supplied either for mechanical
transmission driving a propeller through a reduction gear, or as
complete generating sets for electric propulsion or power generation.
For marine gas engine installations we supply gas handling and
storage systems together with a full range of equipment to provide a
complete propulsion system solution. LLiquid
qui f fuel
el

Engine type

B32:40 BL and BV-series: B32:40V16P

Produced in 6,8 and 9 cylinder in-line, and V12 and V16 versions. Power B32:40V12P
per cylinder is 500kW at 750rpm. All have a bore of 320mm with a
400mm stroke, for powers of 3,000 8,000kW. The Clean Design B32:40L9P

engines meet IMO Tier II requirements, without additional off-engine B32:40L8P


systems.
B32:40L6P

C25:33-series: C25:33L9P
Available in 6,8 and 9 cylinder in-line versions. Power per cylinder is

prOpuLSiOn SySTeMS
Marine engine anD
330kW. All have a bore of 250mm with a 330mm stroke. Operating C25:33L8P

speeds range from 720 1,000rpm for powers from 1,460 3,000kW. C25:33L6P
They meet IMO Tier II requirements, without additional off-engine 0 2 4 6 8
MW

systems.

B35:40 BL and BV-series gas:


Produced in 9 cylinder in-line, and V12 versions. All have a bore of gas
Eng

350mm with a 400mm stroke. The power range is 3,900 5,250kW at


750rpm. They comfortably meet IMO Tier III requirements.
B35:40V12PG
C26:33-series gas:
Available in 6, 8 and 9 cylinder in-line versions. All have a bore of 260mm B35:40L9PG

with a 330mm stroke. The power range is 1,400 2,430kW at 900 C26:33L9PG
1,000rpm. They comfortably meet IMO Tier III requirements.
C26:33L8PG*
C26:3 9P

C26: 3L6PG
C26:33L8P
complete diesel or gas
powered propulsion systems 0 2 4 6 8
can be designed and supplied.

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

22 23
emissions general conditions for
Engine manufacturers are facing up to the challenge of increasingly marine engines
strict requirements for exhaust emissions and Rolls-Royce is no
exception. There is growing pressure to reduce CO2 and IMO Tier II Marine liquid fuel engines
regulations on NOx emissions will be superseded by much tougher Ratings are according to ISO 3046-1, at maximum 45C ambient air
Tier III limits in 2016. temperature and maximum 32C sea water temperature. Specific fuel
oil consumption is based on MDO with a net calorific value of 42.7 MJ/
Both Bergen diesel engines and Bergen gas engines are designed for kg and no engine driven pumps. For each engine driven pump, there
marine propulsion and auxiliary duties. The B32:40 and C25:33 Clean is a need to add 0.5%.
Design diesel engines meet IMO Tier II requirements without additional
off-engine clean up. The B35:40 and C26:33 gas engines have NOx emissions
emissions lower than the strict Tier III limits with lower CO2 equivalent The marine diesel engines comply with the requirements of the IMO
emissions.* Tier II without any external cleaning system. IMO Tier III is met by the
use of a Selective Catalytic Reactor (SCR) system.
Bergen gas engines have been in marine service for seven years. Vessels
as diverse as roro ships, feed supply vessels, ferries, tugs and offshore The marine gas engines comply with IMO Tier III with no need for a
supply vessels are now in-service or on order with Bergen gas engines. SCR system.
Gas tanks and the gas supply system to the engine are established

prOpuLSiOn SySTeMS
Marine engine anD
technology, within the Rolls-Royce scope of supply. heavy fuel oil operation
The engines are designed for operation on heavy fuel oil with
For many applications the gas engine is becoming a natural choice. CO2 viscosity up to 700 cSt at 50C ISO 8217 RMK77. Ratings will be
equivalent emissions are reduced by 22 per cent compared with specified subject to type of application.
engines burning liquid fuel, NOx emissions are cut by 92 per cent, while
emissions of SOx and particulates are negligible. The design of the Marine gas engines
Bergen C26:33 cuts methane slip to very low levels. The marine gas engines give the following reductions in emissions
compared with diesels IMO Tier II: 92% NOx, net 22% greenhouse
SCR Systems can be included into Rolls-Royce scope of supply. gases and close to zero SOx and particulate matter. Marine gas engine
nOx emission for Bergen engines ratings are according to ISO 3046-1, at maximum 45C ambient air
temperature and maximum 32C sea water temperature. Specific
fuel gas consumption excluding engine driven pumps is based
on reference natural gas with Methane number above 70 and net
calorific value of 36 MJ/nm3. If there are engine driven pumps, add
0.5% for each pump. Gas feed temperature is 20-40C. Minimum gas
feed pressure to Gas Regulating Unit to be 4.5 barg.

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

* Bergen c26:33 gas engines have obtained united States Environmental Protection
Agency (EPA) tier 3 certification. Note : due to continuous development, some data may change without notice.

24 25
propulsion engines - propulsion engines -
Liquid fuel Liquid fuel
Bergen C25:33L Bergen B32:40L
D D

C C

a
a
B
B

prOpuLSiOn SySTeMS
Marine engine anD
principal dimensions principal dimensions
Cylinder diameter 250mm. Piston stroke 330mm. Cylinder diameter 320mm. Piston stroke 400mm.

Engine type A B C D Weight Dry Engine Engine type A B C D Weight Dry Engine

C25:33L6P 3170 4036 3195 1775 19650kg B32:40L6P 4390 5383 3778 1882 33200kg
C25:33L8P 3930 4796 3230 1873 23900kg B32:40L8P 5430 6423 3898 1955 40000kg
C25:33L9P 4310 5176 3230 1873 26000kg B32:40L9P 5950 6923 3899 2003 45900kg

Technical data Technical data


Engine type C25:33L6P C25:33L8P C25:33L9P Engine type B32:40L6P B32:40L8P B32:40L9P

Number of cylinders 6 8 9 Number of cylinders 6 8 9


Engine speed r/min 900/1000* 900/1000* 900/1000* Engine speed r/min 750 750 750
Mean piston speed m/s 10/11 10/11 10/11 Mean piston speed m/s 10 10 10
Max. continuous rating (MCR) kW 1920/2000 2560/2665 2880/3000 Max. continuous rating (MCR) kW 3000 4000 4500
Max. continuous rating BHP Max. continuous rating (MCR) BHP 4080 5440 6120
altern. (MCR) (metric) 2610/2720 3480/3625 3915/4080 (metric)
Mean effective pressure (BMEP) bar 26.4/24.7 26.4/24.7 26.4/24.7 Mean effective pressure (BMEP) bar 24.9 24.9 24.9
Specific fuel consumption g/kWh 182/185 182/185 182/185 Specific fuel consumption g/kWh 184 184 184
Specific lubricating oil Specific lubricating oil g/kWh 0.8 0.8 0.8
consumption g/kWh 0.7 0.7 0.7 consumption
Cooling water temp. engine outlet o
c 90 90 90 Cooling water temp. engine outlet c
o
90 90 90
* Mdo operations dimensions given apply for rigidly mounted engines with wet sump. dry sump can be supplied upon
dimensions given apply for rigidly mounted engines with wet sump. dry sump can be supplied upon request. Front end P.t.o. can be delivered upon request.
request. Front end P.t.o. can be delivered upon request. All data subject to change without prior notice
All data subject to change without prior notice

26 27
propulsion engines - propulsion engines - gas
Liquid fuel Bergen C26:33L
Bergen B32:40V
D D

C
C

a
B
a
B

prOpuLSiOn SySTeMS
Marine engine anD
principal dimensions principal dimensions
Cylinder diameter 320mm. Piston stroke 400mm. Cylinder diameter 260mm. Piston stroke 330mm.
Engine type A B C D Weight Dry Engine Engine type a B C D Weight Dry engine

B32:40V12P 4951 6040 4470 2712 53700kg C26:33L6PG 3170 4036 3195 1748 17500kg
C26:33L8PG 3930 4796 3195 1748 20700kg
B32:40V16P 6201 7698 4380 3192 62900kg
C26:33L9PG 4310 5176 3230 1842 23900kg

Technical data
Technical data
Engine type B32:40V12P B32:40V16P
Engine type C26:33L6PG C26:33L8PG* C26:33L9PG
Number of cylinders 12 16 Number of cylinders 6 8 9
Engine speed r/min 750 750 Engine speed r/min 900/1000 900/1000 900/1000
Mean piston speed m/s 10 10 Mean piston speed m/s 10/11 10/11 10/11
Max. continuous rating (MCR) kW 6000 8000 Max. continuous rating kW 1460/1620 1940/2160 2190/2430
(MCR)
Max. continuous rating (MCR) BHP 8160 10880 Max. continuous rating
(metric) (MCR) BHP (metric) 1985/2205 2675/2935 2980/3305
Mean effective pressure (BMEP) bar 24.9 24.9 Mean effective pressure bar 18.5 18.5 18.5
(BMEP)
Specific fuel consumption g/kWh 184 184 Specific energy kJ/kWh 7450/7500 7450/7500 7450/7500
consumption
Specific lubricating oil g/kWh 0.8 0.8
consumption Specific lubricating oil
consumption g/kWh 0.4 0.4 0.4
Cooling water temp. engine outlet o
c 90 90
Cooling water temp. o
c 90 90 90
dimensions given apply for rigidly mounted engines with wet sump. dry sump can be supplied upon engine outlet
request. Front end P.t.o. can be delivered upon request. * In progress - release date to be announced at a later stage
All data subject to change without prior notice All data subject to change without prior notice

28 29
propulsion engines - gas propulsion engines - gas
Bergen B35:40L Bergen B35:40V

D
D

C
C

a a
B B

prOpuLSiOn SySTeMS
Marine engine anD
principal dimensions principal dimensions
Cylinder diameter 350 mm. Piston stroke 400 mm. Cylinder diameter 350mm. Piston stroke 400mm.
Engine type A B C D Weight Dry Engine Engine type A B C D Weight Dry Engine

B35:40L9PG 5950 6943 3899 2003 45900kg B35:40V12PG 5080 6040 4420 2712 58000kg

Technical data Technical data


Engine type B35:40L9PG Engine type B35:40V12PG*

Number of cylinders 9 Number of cylinders 12


Engine speed r/min 750 Engine speed r/min 750
Mean piston speed m/s 10
Mean piston speed m/s 10
Max. continuous rating (MCR) kW 5700
Max. continuous rating (MCR) kW 3940
Max. continuous rating (MCR) BHP 7750
Max. continuous rating (MCR) BHP (metric) 5360 (metric)
Mean effective pressure (BMEP) bar 20
Mean effective pressure (BMEP) bar 18.2 Specific energy consumption kJ/kWh 7475
Specific energy consumption kJ/kWh 7550 Specific lubricating oil g/kWh 0.4
consumption
Specific lubricating oil g/kWh 0.4 Cooling water temp. engine outlet o
c 90
consumption
Cooling water temp. engine outlet o
c 90 * Fuel gas inlet only available at the flywheel end
All data subject to change without prior notice
All data subject to change without prior notice

30 31
generating set - Liquid fuel generating set - Liquid fuel
Bergen C25:33L Bergen B32:40L
D D

e
e

B a B a
C C

principal dimensions principal dimensions


Cylinder diameter 250mm. Piston stroke 330mm. Cylinder diameter 320mm. Piston stroke 400mm.

prOpuLSiOn SySTeMS
Marine engine anD
Engine type A B C D E Engine** Weights total Engine type A B C D E Engine** Weights total
Dry Dry
Alternator Alternator
C25:33L6A 2799 4176 6975 1898 3195 21500kg 9985kg 31485kg B32:40L6A 3340 5498 8838 2150 3905 45300kg 13300kg 58600kg
C25:33L8A 2999 4936 7935 1898 3195 27800kg 12200kg 40000kg B32:40L8A 3540 6540 10080 2250 3855 50600kg 15200kg 65800kg
C25:33L9A 2999 5316 8315 1992 3230 31000kg 12200kg 43200kg B32:40L9A 3315 7060 10375 2310 3855 53300kg 17750kg 71050kg

Technical data Technical data


Engine type C25:33L6A C25:33L8A C25:33L9A Engine type B32:40L6A B32:40L8A B32:40L9A
Number of cylinders 6 8 9 Number of cylinders 6 8 9
Engine speed r/min 900/1000* 900/1000* 900/1000* Engine speed r/min 720/750 720/750 720/750
Mean piston speed m/s 10/11 10/11 10/11 Mean piston speed m/s 9.6/10 9.6/10 9.6/10
Max. continuous rating (MCR) kW 1920/2000 2560/2665 2880/3000 Max. continuous rating kW 2880/3000 3840/4000 4320/4500
Max. continuous rating altern, Max. continuous rating altern,
( = 0.96) kW 1843/1920 2457/2558 2764/2880 ( = 0.97) kW 2793/2910 3724/3880 4190/4365
Max. continuous rating altern, Max. continuous rating altern,
(Cos = 0.8) kVA 2303/2400 3071/3197 3455/3600 kVA 3491/3637 4610/4850 5237/5456
(Cos = 0.8)
Max. continuous rating altern, Max. continuous rating altern,
(Cos = 0.9) kVA 2047/2133 2730/2961 3071/3200
(Cos = 0.9) kVA 3103/3233 4137/4311 4655/4850
Mean effective pressure (BMEP) bar 26.4/24.7 26.4/24.7 26.4/24.7
Mean effective pressure (BMEP) bar 24.9 24.9 24.9
Specific fuel consumption g/kWh 182/185 182/185 182/185
Specific fuel consumption g/kWh 183/184 183/184 183/184
Specific lubricating oil g/kWh 0.7 0.7 0.7
consumption Specific lubricating oil consumption g/kWh 0.8 0.8 0.8
Cooling water temp. engine o
c 90 90 90 Cooling water temp. engine outlet o
c 90 90 90
outlet Engine** = Engine and foundation
* Mdo operations dimensions given apply for resiliently mounted engines. choice of alternator may affect the given
Engine** = Engine and foundation dimensions and weights.
dimensions given apply for resiliently mounted engines. choice of alternator may affect the given All data subject to change without prior notice
dimensions and weights.
All data subject to change without prior notice

32 33
generating set - Liquid fuel generating set - gas
Bergen B32:40V Bergen C26:33L D
D

e e

a B a B
C C
principal dimensions
principal dimensions Cylinder diameter 260mm. Piston stroke 330mm.
Cylinder diameter 320mm. Piston stroke 400mm.
Engine type A B C D E Engine Weights Dry total

prOpuLSiOn SySTeMS
Alternator

Marine engine anD


Engine type A B C D E Engine** Weights Dry total
Alternator
C26:33L6AG 2799 4176 6975 1898 3195 21500kg 9985kg 31485kg
B32:40V12A 4095 6366 10461 2712 4751 72616kg 29400kg 102016kg
C26:33L8AG* 2999 4936 7935 1898 3195 27800kg 12200kg 40000kg
B32:40V16A 3875 7861 11736 3194 4584 83500kg 23500kg 107000kg
C26:33L9AG 2999 5316 8315 1992 3230 31000kg 12200kg 43200kg

Technical data Technical data


Engine type B32:40V12A B32:40V16A Engine type C26:33L6AG C26:33L8AG* C26:33L9AG
Number of cylinders 12 16 Number of cylinders 6 8 9
Engine speed r/min 720/750 720/750 Engine speed r/min 900/1000 900/1000 900/1000

Mean piston speed m/s 9.6/10 9.6/10 Frequency hz 60/50 60/50 60/50

Max. continuous rating (MCR) kW 5760/6000 7680/8000 Mean piston speed m/s 10/11 10/11 10/11
Max. continuous rating (MCR) kW 1460/1620 1940/2160 2190/2430
Max. continuous rating altern, ( = 0.97) kW 5587/5820 7449/7760
Max. continuous rating altern,
Max. continuous rating altern, (Cos = 0.8) ( = 0.96) kW 1401/1555 1840/2050 2102/2332
kVA 6983/7275 9311/9700
Max. continuous rating altern, (Cos = 0.9) Max. continuous rating altern,
kVA 6207/6466 8276/8622 (Cos = 0.8) kVA 1751/1943 2300/2563 2627/2915

Mean effective pressure (BMEP) bar 24.9 24.9 Max. continuous rating altern,
(Cos = 0.9) kVA 1556/1727 2044/2278 2335/2591
Specific fuel consumption g/kWh 183/184 183/184 Mean effective pressure bar 18.5 18.5 18.5
(BMEP)
Specific lubricating oil consumption g/kWh 0.8 0.8
Specific energy consumption g/kWh 7450/7500 7450/7500 7450/7500
Cooling water temp. engine outlet o
c 90 90
Specific lubricating oil g/kWh 0.4 0.4 0.4
Engine** = Engine and foundation consumption
dimensions given apply for resiliently mounted engines. choice of alternator may affect the given Cooling water temp. o
c 90 90 90
dimensions and weights. engine outlet
All data subject to change without prior notice
* In progress - release date to be announced at a later stage
All data subject to change without prior notice

34 35
generating set - gas generating set - gas
Bergen B35:40L d
Bergen B35:40V d

E E

B A A B
c c

principal dimensions principal dimensions


Cylinder diameter 350mm. Piston stroke 400mm. Cylinder diameter 350mm. Piston stroke 400mm.

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

prOpuLSiOn SySTeMS
Marine engine anD
Alternator Alternator

B35:40L9AG 3315 7060 10375 1050 3855 53300kg 17750kg 71050kg B35:40V12AG 3948 6366 10306 2712 4620 66500kg 21550kg 88050kg

Technical data Technical data


Engine type B35:40L9AG Engine type B35:40V12AG

Number of cylinders 9 Number of cylinders 12


Engine speed r/min 720/750 Engine speed r/min 720/750
Frequency hz 60/50 Frequency hz 60/50
Mean piston speed m/s 9.6/10 Mean piston speed m/s 9.6/10
Max. continuous rating (MCR) kW 3780/3940 Max. continuous rating (MCR) kW 5472/5700
Max. continuous rating altern, ( = 0.97) kW 3666/3821 Max. continuous rating altern,
( = 0.97) kW 5307/5530
Max. continuous rating altern, (Cos = 0.8) kVA 4582/4776 Max. continuous rating altern,
Max. continuous rating altern, (Cos = 0.9) (Cos = 0.8) kVA 6634/6912
kVA 4073/4245
Mean effective pressure (BMEP) bar 18.2 Max. continuous rating altern,
(Cos = 0.9) kVA 5898/6114
Specific energy consumption kJ/kWh 7550
Mean effective pressure (BMEP) bar 20
Specific lubricating oil consumption g/kWh 0.4
Specific energy consumption kJ/kWh 7475
Cooling water temp. engine outlet o
c 90 Specific lubricating oil g/kWh 0.4
All data subject to change without prior notice consumption
Cooling water temp. engine outlet o
c 90
All data subject to change without prior notice

36 37
propulsion systems
Bergen B32:40L - AZIPULL Air cooler withdrawal
Min 2100

Typical parameters for AT


applications with 17 knots speed d
(max. speed for AZIPULL - 24 knots)

1250
BERGEN B32:40L

A
1080
S

c B

1470

AZP

prOpuLSiOn SySTeMS
Marine engine anD
K
Technical data
Diesel Engine technical Data Azimuth thruster technical Data Main Dimensions
A B C D S K
Engine type Engine Engine Cyl. No. Engine Azimuth type Azimuth Min. Prop. Sump Engine
E gine Interm. Input Min. Max.
Mass Power Speed and Size Mass* Speed Length Length Shaft* Shaft Stem Prop. Dia.
(kg) (kW) (RPM) (kg) (RPM) (mm) (mm) (mm) (mm) Length* (mm)
(mm)

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

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

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

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

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

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

Additional notes (*):


Mass of azimuth unit is based on minimum stem length (S)
Minimum stem length (S) can be increased in steps of 200mm for AZP100, 250mm for AZP120 and
300mm for AZP150
Note: the table shows typical data for rolls-royce twin screw propulsion systems for free running
Length (C) and type of intermediate shaft can vary from short straight shafts to long cardan shafts ships. The azimuth unit data are given without ice class based on standard gear ratios. The data is not
All data subject to change without prior notice binding and may change without notice.

38 39
propulsion systems
Bergen B32:40L6P - Rolls-Royce
Azimuth thruster
Typical parameters for Harbour
Tugs with speed up to 16 knots

BERGEN B32:40L6
S

prOpuLSiOn SySTeMS
A

Marine engine anD


B
K

Technical data
Diesel Engine technical Data Azimuth thruster technical Data Main Dimensions
A B K S
Engine type Engine Engine Cyl. Engine Azimuth type Azimuth Bollard Max. input Sump Engine Prop. Nominal
Mass Power No. Speed And Size Mass* Pull*** power Length Length Dia. Stem
[kg] [kW] [RPM] [kg] [tons] [kW] [mm] [mm] FP/CP Length*
[mm] [mm]

ducted FP/cP Harbour tugs other vessels


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

dimensions
K Propeller diameter
S Stem length

construction * dry weight in metric tons of weld-in installation FP/cP propeller


FP Fixed Pitch Propeller ** the power figures in table are for ship assisting harbour tugs driven by diesel engine.
cP controllable Pitch Propeller the actual power figures are defined acc. to the application, prime mover, classification etc
Ducted with TK-nozzle *** Estimated metric tons per two (2) units with installed engine power.
Open without nozzle. All data subject to change without prior notice.

40 41
propulsion systems
Engine B32:40L

M, Piston withdrawal
2548
1250
K

BERGEN B32:40L

prOpuLSiOn SySTeMS
Marine engine anD
A

L H G F E d c B
L, dismantling space for
hub cylinder

Air cooler withdrawal Air cooler withdrawal


Min 2100 Min 2100 Min 2100
3855

2870
1250

1477

1080 1359

1470 1740

42 43
propulsion systems
Engine B32:40L Typical parameters for single screw cargo vessels with speeds
up to 17 knots
Technical data
Engine type Engine Cyl. Engine Gear Min. K Prop. Hub Size A B D E G H L Gear Prop Engine
Power No. Speed Size Prop. Dia. (cm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) Mass Mass* Mass
(kW) (RPM) Speed (mm) (kg) (kg) (kg)
(RPM)
B32:40L6P 2880 6 720 750 130 4100 86A/41 4390 5383 2020 1650 681 737 253 10200 9000 33200
B32:40L6P 2880 6 720 1500 121 4300 94A/41 4390 5383 2353 1700 707 792 263 11500 10400 33200
B32:40L6P 3000 6 750 750 135 4100 86A/41 4390 5383 2020 1650 681 737 253 10200 9100 33200
B32:40L6P 3000 6 750 1500 126 4200 94A/41 4390 5383 2353 1700 707 792 263 11500 10200 33200
B32:40L8P 3840 8 720 750 154 4100 94A/41 5430 6422 2020 1700 707 792 263 10200 10600 40000
B32:40L8P 3840 8 720 1500 140 4300 94A/41 5430 6422 2353 1800 707 792 263 11500 11200 40000
B32:40L8P 3840 8 720 950 115 4700 102A/41 5430 6422 2775 1900 775 859 285 26250 13200 40000
B32:40L8P 3840 8 720 3000 121 4600 102A/41 5430 6422 2710 1900 775 859 285 16500 13000 40000
B32:40L8P 3840 8 720 3000-2t 87 5500 111A/41 5430 6422 2820 1950 826 936 314 19000 16800 40000

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

Marine engine anD


B32:40L8P 4000 8 750 1500 153 4100 94A/41 5430 6422 2353 1800 707 792 263 11500 11000 40000
B32:40L8P 4000 8 750 950 120 4700 102A/41 5430 6422 2775 1900 775 859 285 26250 13400 40000
B32:40L8P 4000 8 750 3000 126 4500 102A/41 5430 6422 2710 1900 775 859 285 16500 13000 40000
B32:40L8P 4000 8 750 3000-2t 90 5400 111A/41 5430 6422 2820 1950 826 936 314 19000 16600 40000
B32:40L9P 4320 9 720 1500 149 4200 94A/41 5950 6942 2353 1800 707 792 263 11500 11600 45900
B32:40L9P 4320 9 720 950 115 4800 102A/41 5950 6942 2775 1900 775 859 285 26250 14000 45900
B32:40L9P 4320 9 720 3000 121 4700 102A/41 5950 6942 2710 1900 775 859 285 16500 13800 45900
B32:40L9P 4320 9 720 3000-2t 98 5300 111A/41 5950 6942 2820 1950 826 936 314 19000 16800 45900
B32:40L9P 4500 9 750 1500 155 4200 94A/41 5950 6942 2353 1800 707 792 263 11500 11600 45900
B32:40L9P 4500 9 750 950 120 4800 102A/41 5950 6942 2775 1900 775 859 330 26250 14000 45900
B32:40L9P 4500 9 750 3000 126 4700 102A/41 5950 6942 2710 1900 775 859 285 16500 13800 45900
B32:40L9P 4500 9 750 3000-2t 102 5200 111A/41 5950 6942 2820 1950 826 936 314 19000 16600 45900
B32:40V12P 5765 12 720 950 115 5200 121A/41 4951 6286 2775 1950 885 1020 345 26250 19800 53700
B32:40V12P 5765 12 720 3000 129 4900 111A/41 4951 6286 2710 1950 826 936 314 16500 16800 53700
B32:40V12P 6000 12 750 950 120 5100 111A/41 4951 6286 2775 1950 831 936 314 26250 18200 53700
B32:40V12P 6000 12 750 3000 135 4800 111A/41 4951 6286 2710 1950 826 936 314 16500 16800 53700
B32:40V16P 7680 16 720 950 138 4900 111A/41 6200 7870 2775 2000 831 936 314 26250 19200 62900
B32:40V16P 7680 16 720 4500 133 5100 121A/41 6200 7870 2950 2000 885 1020 345 25000 21600 62900
B32:40V16P 8000 16 750 950 144 4800 111A/41 6200 7870 2775 2000 831 936 314 26250 19200 62900
B32:40V16P 8000 16 750 4500 140 4900 121A/41 6200 7870 2950 2000 885 1020 345 25000 21200 62900
B32:40V16P 8000 16 750 6000 130 5200 121A/41 6200 7870 2985 2050 910 1020 345 33000 22400 62900
C, Length of elastic coupling is project specific .
G, is project specific. dimension shown is based on standard sealing length. Prop mass* is based on 5m propeller shaft.
F, Stern tube length is project specific dimension, 3000mm in this example. M, Piston withdrawal, L type engine: 2520mm, V type engine 2350mm.
E, is project specific, but a minimum service space is required. Note: the table shows typical data for rolls-royce single engine propulsion systems for free running
All data subject to change without prior notice ships. The azimuth unit data is given without ice-class based on standard gear ratios.

44 45
propulsion systems air cooler withdrawal

Bergen C25:33L - AZIPULL


1375
d
BERGEN C25:33L

3230
A

1100
c B
S

1200
1590

AZP

prOpuLSiOn SySTeMS
Marine engine anD
Technical data
Diesel Engine technical Data Azimuth thruster Main Dimensions
technical Data
A B C D K S

Engine Engine Engine Cyl. No. Engine Azimuth Azimuth Min. Sump Engine Interm. Input Max. Min.
type Mass Power Speed type Mass* Prop. Length Length Shaft* Shaft Prop. Stem
(kg) (kW) (RPM) and Size (kg) Speed (mm) (mm) (mm) (mm) (mm) Length*
(RPM) (mm)

C25:33L6P 17500 1920 6 900 AZP100 30500 188 3170 4036 1490 2800 4520
C25:33L8P 20700 2560 8 900 AZP100 30500 237 3930 4796 1490 2600 4520
C25:33L8P 20700 2560 8 900 AZP120 45000 174 3930 4796 1750 3300 4590
C25:33L9P 23900 2880 9 900 AZP100 30500 248 4310 5176 1490 2600 4520
C25:33L9P 23900 2880 9 900 AZP120 45000 174 4310 5176 1750 3300 4590
C25:33L6P 17500 2000 6 1000 AZP100 30500 175 3170 4036 1490 2800 4520
C25:33L8P 20700 2665 8 1000 AZP100 30500 229 3930 4796 1490 2800 4520
C25:33L8P 20700 2665 8 1000 AZP120 45000 167 3930 4796 1750 3300 4590
C25:33L9P 23900 3000 9 1000 AZP120 45000 167 4310 5176 1750 3300 4590
Additional notes (*): Note: the table shows data for rolls-royce twin screw propulsion systems for free running ships.
Mass of azimuth unit is based on minimum stem length (S) The azimuth unit data is given without ice class based on standard gear ratios.
Minimum stem length (S) can be increased in steps of 200mm for AZP100, 250mm for AZP120 and
300mm for AZP150
Length (C) and type of intermediate shaft can vary from short straight shafts to long cardan shafts
All data subject to change without prior notice

46 47
propulsion systems
15o
15o
15 o

15
o
15
Bergen C25:33L - US Azimuth thruster

405
15
o
Typical parameters for Harbour Tugs with speed up to 16 knots BERGEN C25:33L8P

1607
A
S
B

prOpuLSiOn SySTeMS
Marine engine anD
Technical data
Diesel Engine technical Data Azimuth thruster Main Dimensions
technical Data
A B K S
Engine Engine Engine Cyl. Engine Azimuth type Azimuth Bollard Input Power Sump Engine Prop. Dia. Min
type Mass Power No. Speed and Size Mass* Pull*** Azimuth Length Length FP/CP Stem
(kg) (kW) (RPM) (kg) (tons) (kW) (mm) (mm) (mm) Length*
(mm)
ducted FP/cP
C25:33L6P 18000 2000 6 1000 uS 25 29000 69 2000 3170 4036 2600 3800
C25:33L6P 18000 2000 6 1000 uS 25 29000 69 2000 3170 4036 2600 3800

C25:33L6P 18000 1920 6 900 uS 25 29000 67 1920 3170 4036 2600 3800
C25:33L6P 18000 2000 6 1000 uS 25 29000 69 2000 3170 4036 2600 3800

C25:33L8P 21000 2560 8 900 uS 35 37500 90 2560 3930 4796 3000 3650
C25:33L8P 21000 2665 8 1000 uS 35 37500 92 2665 3930 4796 3000 3650
C25:33L9P 24000 2880 9 900 uS305 P40 41000 97 2880 4310 5176 3000 4100
C25:33L9P 24000 3000 9 1000 uS305 P40 43000 104 3000 4310 5176 3200 4200
All data subject to change without prior notice * dry weight in metric tons of weld-in installation FP/cP propeller
dimensions construction ** the power figures on table are for ship assisting harbour tugs driven by diesel engine.
K Propeller diameter FP Fixed Pitch Propeller the actual power figures are defined acc. to the application, prime mover, classification, etc.
S Stem length cP controllable Pitch Propeller *** Estimated metric tons per two (2) units with installed engine power.
Ducted with TK-nozzle
Open without nozzle.

48 49
propulsion systems air cooler withdrawal
1375

Bergen C25:33L

piston withdrawal
1850
1100
K

3230
1100
a

L h g F e D C B
L, dismantling space for 1200
hub cylinder
1590

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

prOpuLSiOn SySTeMS
Marine engine anD
Technical data
Engine type Engine Cyl. Engine Gear Min. Hub Gear Prop Engine A B D E G H L K Prop.
Power No. Speed Size Prop. Size Mass Mass* Mass (mm) (mm) (mm) (mm) (mm) (mm) (mm) Dia.
(kW) (RPM) Speed (cm) (kg) (kg) (kg) (mm)
(RPM)
C25:33L6P 1920 6 900 480 210 66A/41 3300 4300 17500 3170 4036 1610 1550 565 566 211 2900
C25:33L6P 2000 6 1000 480 222 66A/41 3300 4250 17500 3170 4036 1610 1550 565 566 211 2800
C25:33L6P 1920 6 900 550 167 72A/41 5300 5300 17500 3170 4036 1795 1550 601 671 217 3300
C25:33L6P 2000 6 1000 550 175 72A/41 5300 5200 17500 3170 4036 1795 1550 601 671 217 3200
C25:33L6P 2000 6 1000 600 180 72A/41 5800 5100 17500 3170 4036 1812 1550 601 671 217 3200
C25:33L8P 2560 8 900 550 195 72A/41 5300 5700 20700 3930 4796 1795 1550 601 671 217 3200
C25:33L8P 2665 8 1000 550 208 72A/41 5300 5600 20700 3930 4796 1795 1550 601 671 217 3100
C25:33L8P 2560 8 900 600 185 72A/41 5800 5700 20700 3930 4796 1812 1550 601 671 217 3300
C25:33L8P 2665 8 1000 600 197 72A/41 5800 5700 20700 3930 4796 1812 1550 601 671 217 3200
C25:33L8P 2560 8 900 750 145 79A/41 10200 7100 20700 3930 4796 2020 1600 640 677 237 3800
C25:33L8P 2665 8 1000 750 160 79A/41 10200 6900 20700 3930 4796 2020 1600 640 677 237 3600
C25:33L9P 2880 9 900 600 200 72A/41 5800 6100 23900 4310 5176 1812 1600 601 671 217 3300
C25:33L9P 3000 9 1000 600 212 79A/41 5800 6300 23900 4310 5176 1812 1550 640 677 237 3200
C25:33L9P 2880 9 900 750 145 86A/41 10200 8100 23900 4310 5176 2020 1650 681 737 253 3900
C25:33L9P 3000 9 1000 750 160 79A/41 10200 7400 23900 4310 5176 2020 1650 640 677 237 3700
All data subject to change without prior notice

G, is project specific. dimension shown is based on standard sealing length.


F, Stern tube length is project specific dimension, 2500mm in this example.
E, is project specific, but a minimum service space is required.
C, Length of elastic coupling is project specific. Note: the table shows typical data for rolls-royce single engine propulsion systems for free running
Prop mass* is based on 4m propeller shaft. ships. The azimuth unit data are given without ice class based on standard gear ratios.

50 51
SaVe Cube
hybrid and electric Platform supply, multi-purpose, emergency response/rescue, coastguard
and research vessels.
propulsion systems
By moving to hybrid or electric propulsion, owners have in-built flexibility
that can not only reduce emissions and optimise fuel consumption, but
they are lighter and take up less space, with lower noise and vibration
levels and reduced maintenance costs.

We optimise the system to match the vessels operating profile, the main The latest generation system designed with a single integrated drive-
designs are illustrated. switchboard for the whole vessel.

Electric systems are normally transformer-less with variable frequency All frequency convertors, drives and switchboards are housed in a single
motors on fixed frequency networks. This means they can also cabinet for a significantly smaller footprint. A single cabinet is simpler to cool
accommodate a battery power supply and can be plugged into a shore and has fewer connections. It is therefore much easier to install, many more
connection of variable frequency. connection terminations are done at the factory.

We select the best components from our broad supplier base and deliver Additional battery power is available for slow speed transits in harbour or

prOpuLSiOn SySTeMS
Marine engine anD
a complete package. This approach relieves the shipbuilder of much of for peak power load smoothing. All engines can operate at variable speeds
the technical risk and managing multiple equipment suppliers. to maximise their efficiency for the required power. Engine speed will
automatically be adjusted to the power being demanded in the most fuel
efficient way.
SaVe Line
Platform supply, multi-purpose, emergency response/rescue, SaVe Step
coastguard and research vessels. Power intensive ships - small cruise, diving support, platform supply,
construction support, jack-up and well intervention vessels. and research

A traditional diesel-electric propulsion system already supplied to over 130


vessels operating today. Similar to the SAVe Line system but specifically designed for vessels with over
20MW of installed generated power. The main difference is the incorporation
Uses active front end (AFE) technology for more stable clean voltage and fast of transformers to step-down the voltage. The system uses high voltage
response to load control changes. (3-11kV) on the main switchboard and generators and low voltage on
the consumers and distribution. Combined pulse (12, 18 or 24 pulse) and
The number of generators installed is dependent on the total shipboard power step-down transformers can be used in combination with pulse drive units.
requirements and the vessel's operating profile. Those running is dependent Alternatively, the system can be based on AFE drive units, therefore only step-
on the power required. When transiting at slow speed or in stand-by mode down transformers are used and all the advantages of the SAVe Line system
with a reduced power demand, some engines can be turned off. with AFE are realised in the most fuel efficient way.
52 53
SaVe Combi hybrid Shaft generator (hSg) G G
Tugs, Pelagic trawlers, fishing vessels Fishing, platform supply, coastguard,
coastal vessels D esel / gas eng ne

Uses AFE technology so fixed engine rpm AC

HSG dr ve
DC

is not required when operating the shaft DC

generator. The switchboard sees a constant AC Reduction gear

SG
voltage and frequency, and the correct M

phase angle to match the other generator


sets running in parallel. Propeller and engine HSG solution provides lower fuel
efficiencies can be maximised by ensuring consumption and less emissions.
they are running at their most efficient point.
The ability to reduce engine rpm to match the vessel's overall power
As its name suggests this system is made up of a variety of building blocks requirements significantly reduces fuel consumption and emissions.
and can be designed to almost any desired systems architecture for operation Upgrading existing systems to HSG is normally straightforward with a
in a wide variety of modes. One cabinet performs the task of several power short payback time.
functions and drives. The compact design reduces footprint size to save space
and weight. Boost mode for maximum speed
This mode is selected for maximum speed and harnesses most of the
Systems architecture can accommodate: Hybrid shaft generator (PTP/PTI), ships power, including output from the auxiliary generator sets for

prOpuLSiOn SySTeMS
Marine engine anD
Battery energy storage for load smoothing/operation, shore connection, winch propulsion. The shaft generator is operating as a motor with an output of
drive or power for any other electrical equipment. 2,500 kW running in parallel with the 6,000 kW main diesel engine at 750
rpm. This gives a total power of 8,500 kW on the propeller shaft.
hybrid (Bypass hybrid generator)
Fishing, coastal, offshore vessels

Not as sophisticated as the hybrid shaft generator (HSG) system. It is an ideal


option for power conversions, as the vessels existing electrical machines and
switchboards can be retained and do not have to be Rolls-Royce supply. Fixed
speed is required on the diesel when generating power for the switchboard.

An AFE drive is installed between the shaft-generator and the switchboard. This
provides additional power when used with the main engine and provides full
variable speed electric propulsion when the main engine is stopped, for slow Diesel-electric mode for efficient lower speeds
speed/standby modes or as an emergency/take-me-home system. Two auxiliary gensets are running at 50 per cent power providing 900 kW
each to the system. 300 kW is used for hotel loads and 1,500 kW is available
To update to the HSG concept, requires a special motor and switchboard. for propulsion. In this mode, the shaft generator is running as a motor with
the HSG system controlling the shaft speed.
Conventional hybrid
Fishing, platform supply, construction vessels

Has the simplest systems architecture with a separate generator and electric
motor. The generator is normally mounted on the front of the main diesel
with a standard electric motor on the gearbox. Main engine can operate as a
generator set for high power requirements. When less power is required the
auxiliary generator set can provide the hotel load and sufficient power for slow
speed cruising.
54 55
parallel mode for excess power
This is a new efficient way of running two engines, where the power Mode shifting
required for propulsion and hotel loads exceeds that available from the
generator sets alone. The shaft generator is feeding 500 kW into the Simply shifting modes
eletrical system in parallel with one auxiliary generator. The HSG system A challenge with complex hybrid systems is that changing operating
keeps the frequency fixed at 60 HZ even if the main engine is running at modes can be complicated. The newly developed Rolls-Royce ACON
around half power with variable speed. mode shift system automates the process, so that with a single keystroke
on the bridge the captain can shift from one mode to another. Optimal
and economic operation also requires an overview of the ship systems,
so the captain and the engineers need to see how efficiently the
systems and equipment are working. Here, the ACON economy picture
provides the basis for optimisation, or indicates the need to move to a
different mode. Combining these products with a Rolls-Royce power and
propulsion system gives a unique combination of user-friendliness and
flexibility, not only when the vessel is new, but also later in life, when the
operating profile may well have changed.
Transit mode for optimum efficiency
This mode is used to optimise propeller efficiency for the required
speed. The main engine runs at variable speed with the shaft generator power overview
supplying the ships electrical needs. Therefore, both auxiliary generators The ACON mode

prOpuLSiOn SySTeMS
Marine engine anD
can be shut off. shift system provides
a view of the power
available on the
main busbar (green)
for major power
consumers like
thrusters (orange).

Shore connection mode for lower fuel consumption


When the ship is in harbour it has the possibility for connecting to
the normal shore power and frequency (50Hz). The HSG converts the
frequency to the ship power system which is 60 Hz. It can also avoid economy
black-out during changeover from shore to ship power. There is Shows fuel
no need to run any of the auxiliary gensets, which will save fuel and consumption for
reduce emissions. In addition, noise and vibration levels onboard are main and auxiliary
reduced to a minimum. engines. By using
the speed of the
vessel and distance
travelled fuel
consumption per
nautical mile is
calculated.

56 57
gaS TurBineS
Gas turbines
Rolls-Royce pioneered the use of aero-derivative gas
turbines for ship propulsion back in the 1950s. Gas turbines
are exceptionally power dense, enabling significant amounts
of power to be placed in small spaces, and have therefore
been selected to power yachts, hydrofoils, naval vessels
and hovercraft.

With over 1000 gas turbines in naval service, Rolls-Royce is


continuing its tradition of transforming successful aero gas
turbines into marine engines. The 36MW MT30 that uses
Trent aero engine technology, is meeting the growing power
requirements of future naval programmes in both mechanical
and electric drive. Smallest of the range, the MT7, weighing
just 441kg delivers 4 5MW and has been selected to power
the US Navys new Ship-to-Shore Connector hovercraft.
58 59
RR4500 generator set
gas turbines The RR4500 core is the MT5S engine, a single shaft, high-
pressure ratio gas turbine with a fourteen-stage axial
Rolls-Royce pioneered the use of aero-derivative gas turbines in compressor and boost compressor module. A four-stage turbine
marine propulsion, primarily for naval vessels. Today more than 20 is supported on a roller bearing structure for optimum reliability.
navies use our marine gas turbines and are benefiting from our ongoing The combustor is similar to the energy parent design ensuring
investment that brings the latest aero technology to the marine market. the RR4500 has an exceptionally low emissions signature. All
prime auxiliary systems are driven from the on-engine gearbox.
AG9140 generator set
The AG9140 uses the 501-K34 gas turbine, derived from T56 that It powers the US Navys DDG-1000 multi-mission destroyers and
powers the C130 Hercules, and is the US Navys on-board ship has been designed to meet all US Navy requirements.
generator. The 501-K34 is in service on three US Navy ship classes and
with the South Korean navy and Japans Maritime Self-Defence Force.
More than 200 AG9140 units have been delivered for the DDG51
program. The later units feature redundant independent mechanical
start using the A250-KS4 mechanical starter, enabling a black ship start
from two 12volt batteries.

Key features:

gaS TurBineS
Designed to meet Local or remote control
MIL-S 901D shock Full Authority Digital
Key features: Electric start Control (FADC)
Lightweight and modular Mechanical starter for black Minimal structural No post shutdown restart
Local or remote control ship start borne noise restrictions
MIL-G-22077 qualified Full Authority Digital
Shock tested to MILS-901D Control (FADC)

Technical data Technical data


Power (kW) Weight (kg) Dimensions (m) turbine Generator Power (kW) Weight (kg) Dimensions (m) turbine Generator
LxWxH speed speed (rpm) LxWxH speed speed (rpm)
(rpm) (rpm)

3000 29710 8.66 x 2.38 x 3.38 14600 1800 3900 51392 9.73 x 3.11 x 4.36 14600 1800
4300 (int)

(ratings at sea level with 5 and 10 exhaust losses, 40% relative humidity, 100F inlet temperature, enclosure (ratings at sea level with 6 inlet and 10 exhaust losses, 40% relative humidity, 100F inlet temperature,
ventilation, and generator and gearbox losses) enclosure ventilation, and generator and gearbox losses)
All data subject to change without prior notice. All data subject to change without prior notice.

60 61
Mt7 marine gas turbine Mt30 marine gas turbine
The compact MT7 incorporates the latest in gas turbine technology for The MT30 integrates the very latest in marine gas turbine
a market leading power to weight ratio with excellent fuel efficiency and technology to give operators of gas turbine powered vessels
performance retention. It is a member of the AE aero engine family that efficiency and reliability in a compact package with a market
has accumulated over 48 million operating hours and shares common leading power-to-weight ratio.
core architecture with the AE1107C that powers the V22 Osprey tilt-rotor
aircraft. Cold end drive, twin-shaft axial design makes it a lightweight yet Designed with 50 to 60 per cent fewer parts than other aero-derived
powerful unit . gas turbines in its class, to minimise maintenance costs, the MT30
has a twin-spool, high-pressure ratio gas generator with free
MT7 is well suited to a variety of system configurations offering ship power turbine. It maintains operating efficiency down to 25MW
designers and builders increased flexibility in terms of propulsion and can be configured in either mechanical, electrical or hybrid
system layout, and can be configured for either mechanical or drive configurations.
electrical drive.
2008 marked the entry into service of the MT30 powering the US
It has been selected to power the US Navys new Ship-to-Shore Navys first of class littoral combat ship, USS Freedom.
Connector (SSC) hovercraft built by Textron Marine & Land Systems.

Key features:

gaS TurBineS
Key features: Excellent performance retention into machinery rooms
Compact and powerful Member of the AE engine family, and no power loss between Over 40% thermal efficiency
Capable of meeting the over 4,500 delivered with 48 overhauls Modular design for simplified
requirements of hovercraft and million plus operating hours Member of the aero Trent engine maintenance
ship propulsion Low-cost performance upgrades engine family Low airborne and structural
Shares common core architecture available for more power or Minimal number of off-package noise signature
with the AE1107C aero engine extended life modules allows easy integration ABS, Lloyds and DNV Certified

Technical data
Technical data
Power Weight Dimensions Output shaft (rpm) Output
Power Weight Length Diameter turbine speed (kW) (kg) (m) LxWxH alternator drive shaft (rpm)
(kW) Unpackaged (mm) (mm) (rpm) mechanical
(kg) drive
36MW or 6500
40MW unpackaged 3000 (50Hz)
4-5 441 1500 877 15000 8.7 x 2.66 x 3.6 3300
flat rated to 30000 3600 (60Hz)
38c packaged*

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

62 63
Azimuth thrusters
Rolls-Royce is a global leader in the supply of azimuth

prOpuLSOrS
thrusters. In an azimuth thruster the propeller rotates 360
around the vertical axis so the unit provides propulsion,
steering and positioning thrust for superior manoeuvrability.
Designs have been developed for propulsion and dynamic
positioning in response to market requirements. As a result
there is a design available to suit virtually any application.
Simple and robust construction provides high operational
reliability together with simple maintenance for low through
life costs. Units can be supplied for diesel or electric drive
together with a remote control system.
64 65
azimuth thruster range Fixed mounted thrusters
The Rolls-Royce US range comprises standard
Z-drive units with input powers from 250 3,700kW
US type Azipull to deliver a bollard pull for tug applications ranging
Powers: Powers:
from 11 to over 120 tonnes. Modular design allows
250 - 3700kW 900 - 5000 kW the configuration, mounting type and size to be
closely matched to user requirements. They are
available with contra-rotating propellers for high
propulsive efficiency with shallow draft or FP/CP
propellers, open or ducted, with diameters to suit
the vessel application

Mounting options
Weld in spider: The thruster is mounted in two stages: upper assembly
with the hull fitting is raised/lowered into position and welded in place.
The underwater assembly is then bolted to the thruster.
Weld in basic: The upper assembly is welded into the hull. The
Contaz Underwater propeller unit is then bolted to the upper section.
Mountable Bolt-in, top mounted: The casing plate is welded into the hull. The
Powers:
2200 - 3700kW
UUC type complete thruster unit is lowered onto the casing flange and bolted
Powers: into position.
3000 - 6500kW

Technical data
thruster Max Input Input speed Weight (t) Bollard pull Prop. Dia
type Power (kW) (rpm) two units (t) (mm)
US 55-P4 330 1500 - 2100 1.9 11 1050
US 105-P6 480 1500 - 1800 3.6 17 1300

US 105-P9 725 1000 - 1800 6 24 - 25 1500


1600

US 155-P12 904 - 1065 750 - 2000 9.5 - 11 29 - 35 1600


1800
Retractable Swing-up/ US 155-P14 445 - 1280 750 - 2000 11.5 - 12.5 37 - 42 1800
UL type Combi 2000
US 205-P18 1500 750 - 1800 18 51 2200
Powers:

prOpuLSOrS
440 - 3800kW Powers: 2300
US 20 1920 750 - 1800 19 - 20 61 - 63 2400
736 - 2000kW

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


2800

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


3000

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


3200

US 355 3700 720 - 1200 54 - 56 120 - 125 3200


3500

For performance predictions please contact rolls-royce.

66 67
Contaz thrusters azipull thrusters
The Contaz azimuth thruster range with contra-rotating propellers The Rolls-Royce Azipull is a low drag, high efficiency pulling thruster that
provide high propulsive efficiency and reduced vibration with shallow provides both steering and propulsion. It combines the advantage of
draught. Efficiency gains can be in the region of 10 15 per cent over the pulling propeller with the flexibility of using almost any type of drive
conventional azimuth thrusters. The aft propeller regains some of to suit specific vessel requirements. Azipull thrusters are designed for
the energy losses in the stream as well as significant rotational losses, continuous service speeds up to 24 knots, while maintaining excellent
therefore there is a lower installed power requirement that can release manoeuvrability. They offer high hydrodynamic and fuel efficiency
space on board and lowers fuel consumption. Contaz units have a with low noise and vibration levels. A substantial rudder area delivers
range of stem lengths and are ideal for passenger/car ferries and vessels excellent course stability. Azipull units also allow the aft end of the hull
operating in regions or rivers with draught restrictions. to be optimised for minimum resistance and simplified construction.

Model variations Model variations


Each unit custom designed to All Azipull units are available
suit the vessel with CP or FP propellers and
Select from a wide range of can be delivered with remote
stem lengths control systems.
Reduction ratios optimised for
application

Technical data Technical data


thruster Max Input Input speed Dry wt* (t) Max Prop. Dia thruster type Power MCR Input speed Dry wt Prop. Dia
type Power (kW) (rpm) (mm) (kW) (rpm) (kg) (mm)

CONtAZ 15 2200 750 - 1200 3.2 3200 AZP085 900 - 1600 1200 - 2000 13000 1900 - 2300

prOpuLSOrS
CONtAZ 25 3000 750 - 1200 5 3700 AZP100 1400 - 2500 720 - 1800 31000 2300 - 2800

CONtAZ 35 3700 750 - 1200 7.3 4200 AZP120 1800 - 3500 720 - 1200 45000 2800 - 3300
*dry weight at shortest stem length
AZP150 3000 - 5000 600 - 1000 85000 3300 - 4200
All data subject to change without prior notice
All data subject to change without prior notice

68 69
underwater mountable retractable thrusters
thrusters The retractable range uses components from the
Rolls-Royce standard azimuth thruster range and
A robust, heavy-duty L-drive azimuth thruster specifically designed provides fast hydraulic lifting and lowering of the
for extended and reliable DP operation on offshore rigs and drillships. unit, enabling it to retract into the hull when not
Compact construction affords advantages for mounting at the shipyard in use, reducing the vessels drag. The UL models
and during maintenance. UUC models have two ways of connecting are designed for horizontal drive with automatic
the lifting wires for underwater removal and mounting. From inside the drive shaft disconnection system. ULE models are
ship to the thruster flange or externally to the lifting lugs on the thruster designed for vertical drive. Both are available with
flange. Fixed and controllable pitch propeller options are available with CP or FP propellers.
closed loop hydraulics.
The lifting and lowering is activated by a push
Mounting options button on the bridge. Unlocking/locking in
USE models for position and the engagement of the drive shaft
installation in dry coupling is automatic.
conditions,
mounting direct to the Drive shaft arrangement
hull or a container A complete assembly with a solid shaft including
USL models with bearings and a remote controlled clutch and a
bottom well and flexible coupling for prime mover.
foundation for vertical
drive motor. Wet Technical data uL
mounting from the top thruster Max Input Input speed Dry wt Prop. type Prop. dia
through a wet casing type Power (kW) (rpm) (t) (mm)
UL 601 440 1500 - 1800 6 FP 1300
Technical data UL 901 660 1000 - 1800 12 FP 1600
UL1201 880 750 - 1800 16.5 FP / cP 1800
thruster type MCR Input Speed Prop. Dia (mm)
(kW) (rpm) UL 1401 1200 750 - 1800 24 FP / cP 2000

3000 UL 2001 1500 750 - 1800 27.5 FP / cP 2300


UUC 305 3200 720 UL 255 2200 900 - 1800 47 FP / cP 2800
3200
UL 305 3000 750 - 1600 66 FP 3000
3800 720
UL 355 3700 720 - 1200 97 FP 3500
UUC 355 3500
4000 750 All data subject to change without prior notice

4600 720 Technical data uLe

prOpuLSOrS
UUC 405 3800
4800 750
thruster Max Input Input speed Dry wt Prop. type Prop. dia
type Power (kW) (rpm) (t) (mm)
5200 720
UUC 445 4100 ULE 1201 880 1000 21 FP 1800
5500 750
ULE 2001 1500 720 - 1800 32 FP / cP 2300
4200 ULE 255 2200 720 - 750 43 FP 2800
UUC505 6500 600
4500 UL 355 3700 720 - 1200 97 FP 3500

All data subject to change without prior notice All data subject to change without prior notice

70 71
Swing-up/Combi thrusters Swing-up thrusters
tCNS/tCNC range - In the lowered tCNS/C range These units can be
position these thrusters act as azimuth rapidly swung down and incorporate an
thrusters, vectoring thrust in any desired improved nozzle design with the thruster
direction for propulsion or station keeping. lower section angled 5 downwards
when fully deployed. This offset directs
When raised it swings-up into a garage the propeller slipstream to limit the
so that nothing extends below the ships Coanda effect, which can reduce effective
baseline. Combi units swing- up into a thrust. The angle of tilt can be manually
specially shaped recess in the hull so it can increased by 3.5 to obtain the best
function as a tunnel thruster in the raised thruster performance match to
position, and as an azimuth thruster when the hull.
lowered. They also function well as a get
you home emergency propulsor. Units are supplied complete with a
small hull module carrying all the lifting,
Options locking, steering and transmission
Available in powers from 880 to 3,000kW systems. This weld-in module has a
Suitable for electric or diesel drive small footprint and can be trimmed by
FP or CP propellers the yard to suit the installation. The yard
provides the rest of the garage so it can
be designed to match the hull lines.

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

Technical data
Unit type Max. Input Weight (kg) Main dimensions (mm)
power speed
(kW) (rpm) thruster w/ + Hull A B C D
steering gear Module Width Length Prop dia. Stem Length

tCNS/tCNC 73/50 -180

prOpuLSOrS
880 1800 9500 10000 2529 2050 1894 2500

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

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

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

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

* delivery upon special request


** From top of hull module

72 73
Propellers
Rolls-Royce is a world leader in propeller design and supplies

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

75
Oil distribution systems
Controllable pitch propellers Kamewa CP propellers are available with three types of oil control
system, to match most vessel requirements.
A wide range of hub sizes is available for powers from around 500kW
up to 75MW for both four and five bladed propellers.

The Kamewa CP-A controllable pitch hub is an evolution of XF5 system,


System D-F: the oil Reduction gearbox
renowned for its high reliability and blade bearing arrangement designed
distribution box is
to avoid peak pressures and cavitation. Compared to its predecessor, the mounted on the forward
CP-A offers a 20 per cent improved power-to-weight ratio, a significant end of the reduction
increase in efficiency and a blade foot with decreased exposure to gearbox. Additional
intermediate shafts can
cavitation. Propellers can be supplied with four or five blades of high skew OD box in front of gear
be arranged between
or moderate skew type, conventional or nozzle design. The propeller is the propeller shaft and
also available as full feathering. the gearbox.

the cP-A hub is designed


for improved efficiency,
strength and cavitation
properties.

System D-M: A separate


shaft carries the oil
distribution box, and
additional intermediate
shafts can be arranged
between the propeller OD box in shaftline
shaft and the od
box shaft.

computational fluid dynamics (cFd)


and cavitation tank testing were
used to refine the contours of the
propeller hub and blade roots for
optimum performance.

prOpuLSOrS
Key features: System I: oil distribution
integrated within the
Two main hub types are avaliable: drag when not driving reduction gearbox, also
'standard' for speeds below 30 Bronze or stainless steel blades part of rolls-royce Oil distribution
knots and 'H' for speeds above and hub can be specified supply. integrated in
30 knots Open water, nozzle, and reduction gear
The CP-A hub offers normal pitch ice-class options
control and can be supplied with Full US Mil-Spec shock versions
full blade feathering for reduced are avaliable

76 77
Fixed pitch propellers adjustable bolted propellers
Propeller designs are matched to the vessel's hull and its operating The adjustable bolted propeller (ABP) allows the most efficient blade
profile. The characteristics of our Bird Johnson and Kamewa range of matching for optimum efficiency while simplifying installation. It uses a
propellers are good fuel economy, low vibration/noise levels and no hollow hub with four, five or six blades bolted to it from the inside. The
harmful cavitation. special bolts used to attach the blades require only simple hand tools.
Slotted holes in the hub allow the blade pitch angle to be adjusted in
service to compensate for variations in hull resistance through life. The
propellers overall weight is reduced for easier shipment, handling and
mounting. Individual blades can be replaced without drydocking.

Key features:
Spare propeller not needed Hollow hub reduces weight and
Monobloc FPPs are Stainless steel or NiAl-bronze extends bearing life
supplied with four, blades Blade change possible without
five and six blades. Slotted holes for step-less blade drydocking using simple hand
pitch adjustment tools
Four to six blades

rolls-royce provides a complete package


Custom designed for the vessel
Monobloc and fixed bolted propellers of moderate or high-skew designs
for both open and nozzle applications
Shafting with stern tube, bearing, seals etc
SKF Propeller sleeve mounting, if required
Full shaft calculations, including whirling and alignment
Performance guarantees Blades are attached with
special bolts using only
Promas optimised 5 Blade ABP. hand tools.

SKF propeller sleeve mounting


Propellers can be supplied with the SKF

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

78 79
Waterjets
The Rolls-Royce Kamewa waterjet range is the broadest in the
business. Manufactured in aluminium and stainless steel, they are
available in powers from 50kW to above 36MW. Using the latest
design techniques unit size, weight and life-cycle costs have been
reduced. The waterjet has many advantages over the propeller
for high speed vessels. They provide higher speeds with the same
power, or substantially lower fuel consumption at a constant
speed and lower power.

At constant rpm, a Rolls-Royce waterjet absorbs approximately the


same power regardless of the ships speed. The engine cannot be

prOpuLSOrS
overloaded, which means less engine stress and longer service
life. Waterjets produce less noise and vibration than propellers.
At speeds over 20 knots it can be by as much as 50 per cent. No
reversing gearbox is required and craft can stop in a few lengths,
turn on the spot and even manoeuvre sideways.
courtesy of Austal

Interceptor trim tabs are used to achieve the optimum trim and
list angle when operating and help the vessel achieve the best
possible speed and comfort. A compact system is available for FF
and A3 aluminum waterjets.
81
Waterjet range FF-series
The Kamewa FF-series waterjets are manufactured from strong,
corrosion resistant materials. Impeller, shaft and steering/reversing
rods are made of stainless steel and all other components are
aluminium for maximum strength and lightweight. Seagrade
FF-series aluminium is used to manufacture the inlet duct, so it can be directly
Medium and small-sized welded into the hull when required. The pump is a single-stage axial
aluminium waterjets with flow design, providing a high volume flow with good pulling thrust
axial flow technology, with at lower speeds. Waterjets in the FF-series do not normally require a
aluminium inlet duct/hydraulics. reduction gear.
Powers:
260 - 2000kW All FF-series waterjets can be supplied as a booster unit without
steering and reversing gear. The new FF jet models incorporate
improvements to pumps, reversing buckets and steering nozzles
and deliver the best size/weight-ratio in their class.

Kamewa A3-series
Medium-sized waterjets with
stainless steel mixed flow pump
technology with aluminium
inlet duct/hydraulics.
Powers:
450 - 2600kW Technical data
Waterjet Dimensions (mm) Power Weight (kg)
size (kW)*
A B C F G Dry wt. EW**
Kamewa S3-series FF-240 410 574 855 885 400 260 124 25
Medium and large stainless FF-270 430 541 1060 816 551 370 155 28
steel waterjets with mixed flow
technology and optimised inlet FF-310 520 651 1203 1065 626 500 242 40
duct design for a high degree of FF-340 650 700 1070 1107 676 530 270 52
customisation.
FF-37 750 724 1660 911 1144 585 380 138
Powers:
800 - 41000kW FF-41 860 803 1943 1049 1338 735 485 170

prOpuLSOrS
FF-45 880 846 1827 1114 1081 885 520 209

FF-500 950 970 2200 1333 1525 1100 840 350


Key features: FF-550 1100 1045 2400 1265 1963 1390 960 395
Best propulsive efficiency on the market
FF-600 1150 1150 2800 1552 1863 1800 1325 495
Superior manoeuvrability at all speeds
Low noise and vibration levels FF-67 1280 1287 3220 1592 1920 2000 1545 703
Engineered for low life cycle costs
*classification power. Higher sprint powers can be confirmed case by case
** Entrained water inside transom
All data subject to change without prior notice

82 83
a3-series
All Kamewa A3-series waterjets are supplied with an integrated and
high performance aluminium inlet duct, with the hydraulic valve
block and pipework mounted on it for simple and cost effective
installation. The compact reversing bucket is one of the most
efficient available, and delivers around 70 per cent of forward thrust
for quick stopping. A new stainless steel steering nozzle minimises
hydrodynamic losses and noise levels while providing superior
speed in turns. The A3-series offers seven different water outlet
nozzle diameters to provide a balance to the waterjet speed, and
five different impeller blade pitch angles for fine adjustment of the
rpm for optimum performance.
Recommended maximum displacement for planing hulls over 30 knots
250
F G A
208

200 Single installation

Twin installation
Displacement [t]

154
Triple installation
150 138

115 E
103
100 86 C
66
76
69 B
58
50 51
44
50 38
33 38
28 25 29
20 19 22
14 13 17
7 9

0 25 28 32 36 40 45 50 56 63
A3-series Waterjet size [cm]

Technical data
Waterjet Dimensions (mm) Max. power Weight (kg)
(kW)*
A B C E F G Dry wt. EW**

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

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

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

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

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

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

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

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

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

* classification power. Higher sprint powers can be confirmed case by case


** Entrained water inside transom All data subject to change without prior notice

84 85
S3-series
The Kamewa S3-series waterjets are developed for the most
demanding applications. S3 and A3-series waterjets are fitted
with the market's highest performance mixed flow pump,
developed at our own hydrodyamic research centre. The Kamewa
S3-series is fully customized for each project in order to achieve
optimised performance. A screen-based CanBus system is used
for operating the vessel.

Key features: B
Highest pump performance on the market D
Stainless steel for maximum corrosion and wear resistance E
Impeller, nozzle and inlet duct designs optimised to meet each
application's performance demands A

Technical data
Waterjet Dimensions (mm) Power range Weight (kg)
(kW)*
A B D (typical) E (typical) Steerable Booster EW**

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

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

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

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

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

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

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

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

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

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

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

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

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

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

* depending on speed and operating profile. For performance predictions please contact rolls-royce
** Entrained water inside transom All data subject to change without prior notice

86 87
S3-series size selection
For most applications an S3 unit one size smaller than previously Alternatively, retaining an S3 waterjet of the same size will
specified will give the same performance, giving a 25 per cent offer a higher top speed or less installed power and lower fuel
reduction in the total unit weight plus entrained water, and a transom consumption for the same speed, or a larger payload.
flange diameter 12 per cent smaller.

Kamewa Waterjet Propulsion Kamewa Waterjet Propulsion


Size 45-112 S3 Size 80-200 S3
300 800

12000BkW

112
700 200

250

180
10000BkW 600
100
160 22
00
0B
200 kW
20
Ship resistance per jet

Ship resistance per jet


500 00
0B
Net thrust (kN)

Net thrust (kN)


8000BkW 140 kW
90
18
0 00
Bk
W
125 16
150 400 0 00
Bk
W
80 6000BkW 140
112 0 0B
kW
120
300 0 0B
71 5000BkW 100 kW

100 100
90 0 0B
4000BkW kW
63
3000BkW 800
200 0Bk
2000BkW 600 W
56 80
0Bk
1500BkW W
50 4000
BkW
50
1000BkW
100 20 0 0
45 BkW

prOpuLSOrS
0 0
20 25 30 35 40 45 50 55 60 20 25 30 35 40 45 50 55 60
Ship speed (knots) Ship speed (knots)

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

88 89
tunnel thrusters

prOpuLSOrS
The tunnel thruster is designed to provide side force to the ship
to enhance manoeuvring capability in port or additional station
keeping power when dynamic positioning. Versions specified
should be matched to the vessel application. All are available
with CP or FP propellers, and for ships requiring maximum
passenger comfort, we have the Super Silent range. A system
normally consists of the thruster unit with tunnel, hydraulic
equipment, remote control and electric drive motor with starter.
91
Tunnel thrusters
Users can select from eleven diameters and four different models, in Key features:
each size designed to suit a specific application. Available with FP or CP
AUX: Standard type for auxiliary use only propellers
ICE: High ice-class with stainless steel propeller blades Skewed blades for
DPN: Continuous DP service - shallower draught vessels efficiency/ low noise
DPD: Continuous DP service - deeper draught vessels Heavy duty propeller for
DP units
Units comprise standard tunnel, Shaft seal pressure control
propeller unit, hydraulic system with drain connection in DP
and remote control thrusters B

Mechanical locked bearings


in DP thrusters
Technical data A D

Main dimensions (mm) Weight (kg)* Motor input Propeller tip speed Maximum Power (kW)
(rpm) (rpm) (m/s)
D A B AUX/ ICE/ EIectric motor Diesel
(Dia) (Length) (Shaft AUD DPN/
length) DPD AUX ICE/DPN/ DPN/DPD AUX ICE/DPN/ DPN/DPD
DPD DPD
1100 1370 867 1150 1150
1465 - 1775 465 - 556 27 - 32 330 - 390 300 - 350 300 - 350 290 - 340 260 - 310 260 - 310
FP* 1223 867 1150 1150
1300 1540 1024 2000 2000
1470 - 1760 390 - 532 27 - 32 495 - 595 445 - 535 445 - 535 435 - 520 390 - 475 260 - 310
FP 1360 1024 2000 2000
1650 1850 1332 3550 3700
1180 - 1770 312 - 416 27 - 36 750 - 950 700 - 780 700 - 810 650 - 760 600 - 685 650 - 710
FP 1572 1332 3440 3440
1850 2000 1487 4600 4600
980 - 1480 250 - 374 24 - 36 900 - 1050 800 - 950 850 - 950 800 - 930 700 - 840 700 - 840
FP 1780 1487 4400 4400
2000 2100 1620 6100 6400
980 - 1480 245 - 335 26 - 35 1030 - 1295 925 - 1165 1205 - 950 905 - 1140 815 - 1025 700 - 840
FP 1830 1620 5900 5900
2200 2300 1805 8100 8500
980 - 1480 228 - 304 26 - 35 1240 - 1510 1115 - 1365 1180 - 1440 1090 - 1325 980 - 1190 1055 - 845
FP 1978 1805 7800 7800
2400 2550 1940 10500 10900
980 - 1480 211 - 286 27 - 36 1580 - 1910 1420 - 1720 1420 - 1710 1390 - 1680 1250 - 1510 1245 - 1510
FP 2263 1940 10000 10000

prOpuLSOrS
2650 2800 2143 14050 14300
880 - 1190 194 - 262 27 - 36 2150 - 2400 1935 - 2160 2205 - 1980 1892 - 2110 1700 - 2000 1935 - 1735
FP 2483 2143 13300 13300
2800 2950 2253 16350 16500
880 - 980 199 - 222 27 - 33 2380 - 2650 2140 - 2385 2385 - 2140 2090 - 2330 1880 - 2095 2095 - 1880
FP 2617 2253 15500 15500
3000 3200 2451 20450 20750
710 - 980 165 - 228 27 - 36 2510 - 3350 2260 - 2700 2260 - 2700 2210 - 2640 1990 - 2370 1990 - 2380
FP 2834 2451 19500 19500
3300 3450 2710 27250 27500
710 - 880 149 - 212 27 - 37 3100 - 3700 2790 - 3300 2790 - 3330 2730 - 3250 2450 - 2930 2450 - 2930
FP 3069 2710 26300 26300
* Fixed pitch propeller
**includes std tunnel, propeller unit,hydraulic system and remote control

92 93
Super Silent type permanent magnet
The Super Silent (SS) tunnel The Permanent magnet tunnel thruster
thruster has a modified hydraulic (TT-PM) is the latest tunnel thruster design
power pack for low noise. It from Rolls-Royce and has been engineered
has double walls through the with reliability and through life costs as the
full tunnel length and a flexibly focus. Using permanent magnet motor
mounted inner tunnel. technology increases efficiency and makes
the installation more compact, only the
Key features: variable frequency drive unit is housed
Reduced tip speed in the thruster room, freeing up space
Noise reduction of up to 10 dB on board. It also simplifies maintenance
compared to standard design as the patented mount means units
Reduction of up to 25 dB can can be removed and replaced without
be reached in combination drydocking. PM thrusters are currently available in two sizes with powers
with floating floors and other of 1,000 and 1,600 kW. These thrusters have been developed for the
measures by shipbuilder most demanding applications such as DP.

Key features:
Efficient and space saving PM technology
Fast response times to full power
Rugged design with high reliability
Equal thrust in both directions
Patented resilient mounting system reduces noise and vibration,
simplifies tunnel fabrication and removal/installation
Oil filled stator for superior cooling and protection
Technical data Robust centre shaft carries all propeller loads
thruster type Dia. Motor Propeller Max power
(mm) (rpm) output (rpm) (kW)

tt1850 SS 1850 1180 290 800

tt2000 SS 2000 1180 245 925


tt-PM thrusters are resiliently mounted in the tunnel to minimise noise and vibration.
Installation and removal can be carried out without drydocking the vessel.
tt2200 SS 2200 1180 276 1355

prOpuLSOrS
tt2200 SS 2200 1180 243 1050 Technical data
thruster Dimensions Weight Performance Hull
tt2400 SS 2400 1180 257 1720 type (mm) (kg) mount
Prop. tunnel thruster Connection total dry Power Max Prop.
tt2400 SS 2400 1180 228 1350 Dia Dia Dia & mounts weight MCR thrust type
(kW) (kN)
All data subject to change without prior notice
tt PM 1600 2180 7250 1957 11730 1000 146 Mono 8 x rubber
1600 FP bushings

tt PM 2000 2600 12217 2540 18318 1600 229 Mono 8 x rubber


2000 FP bushings

All data subject to change without prior notice


94 95
Promas
Promas offers increased propulsive efficiency and improved
manoeuvrability by adapting the propeller and rudder into
one propulsive unit. It is suitable for conventional single and
twin screw ships.

prOpuLSOrS
Each installation comprises a twisted full spade rudder with a
Costa bulb that is smoothly connected to the propeller by a
hubcap, and a propeller design adapted to the rudder.

A well designed twist adapts the rudder to the rotation of


the propeller slipstream and reduces the angle of attack on
the rudders leading edge. This gives a more efficient rudder
profile with lower drag and better recovery of rotational
energy from the propeller slipstream.
97
propulsive efficiency improved
promas In general, the Promas efficiency gain is in the region of 3 8 per
cent for single screw, and 2 6 per cent for twin screw vessels. A
good rudder design with optimised profile shape, positioning of the
rudder in the slipstream and skeg design can increase the propulsive
efficiency by an additional 2 per cent. Comparison tests between a
conventional propeller-rudder system and Promas are shown in the
graphs below.

relative power delivered vs. Ship speed - Single screw vessel


Promas + nozzle Promas 2%
conventional
Promas integrates the propeller, a hubcap, rudder bulb and the rudder 0%
itself into a single hydrodynamic efficient unit. -2%

Pd[%]
-4%
A tapered hubcap fitted to the propeller hub leads the waterflow onto
a bulb which forms part of the spade rudder. The rudder has a twisted -6%
Promas
leading edge, optimized for the flow from the propeller, which converts to -8%
into additional forward thrust some of the swirl energy in the slipstreams
that is normally lost. -10%

-12%
The result is an increase in propulsive efficiency of up to 8 per cent 10 12 14 16 18
depending on the application, leading to reduced fuel consumption and Ship Speed (kn)
emissions. Large steering forces can also be developed.

Promas has been developed using the latest CFD technologies. As The rudder area, profile shape and position are identical for the
the risk of hub vortex cavitation is removed., the radial distribution of conventional and Promas cases in the graphs below. So the increase
hydrodynamic loads on the propeller blades can be modified, reducing tip in efficiency shown is the pure effect of the bulb, hubcap, rudder
loading and helping to limit the intensity of blade pressure pulses (up to 25 twist and adapted propeller design.
per cent) and associated noise and vibration.

promas + nozzle relative power delivered vs. Ship speed - Twin screw vessel
Developed specifically for offshore vessels. A new nozzle, propeller,
2%
hubcap, bulb and rudder profile combine to maximise free-running conventional
efficiency and improve bollard pull, typically by 5 8 per cent. Water flow 0%
leaving the nozzle passes over the special profile rudder to provide high -2%

prOpuLSOrS
steering forces yet minimum drag.
Pd[%]

-4%

Key features: -6%


Promas
Propeller and rudder designed as a single system for optimum efficiency
-8%
Propulsive efficiency increased by 3 8 per cent
Improved low speed manoeuvrability -10%
Improved possibility for low pressure pulse/low noise propeller design -12%
Almost as easy to install as a conventional propeller-rudder system 14 15 16 17 18 19 20 21 22
Nozzle option can reduce fuel consumption in transit by 15 20 per cent Ship Speed (kn)
Simple and robust with short payback time
98 99
improved manoeuvring at low speed
At low speed manoeuvring ie. harbour manoeuvring, a maximum promas Lite
side force and a maximum rudder drag is important. The graph below
shows the non-dimensional lift against rudder angle for a single
screw vessel.

rudder lift vs. rudder angle - bollard pull


(equivalent to low speed manoeuvring)
0.7

0.6

0.5
Promas Lite is a version of the successful Promas system that can be
easily fitted to vessels already in service. The installation is simple with
only three areas of modification:
0.4
Welding a prefabricated bulb in position on the existing rudder
Bolting the hubcap to the propeller hub
Fitting of a new propeller or reblading the original one
c2[-]

0.3 Improving propulsive efficiency is key to reducing fuel burn and


emissions. Promas Lite installations on vessels operating significantly
off their original design speed should provide an efficiency
improvement in the region of 5 15 per cent. Recent installations
0.2 on twin screw cruise vessels have demonstrated efficiency
improvements within these guidelines giving a payback period of well
under two years. The improvement it delivers in propulsive efficiency
means that engine loads are reduced, which also helps to lower wear
0.1
and tear on the engine.

Key features:
0.0 Reduced fuel consumption of Short payback time
0 10 20 30 40 50 60 70 between 5 15 per cent Simple and quick installation

prOpuLSOrS
rudder angle (deg) Lower exhaust emissions (7 10 days)

Before installation. After installation.

100 101
Podded propulsors
MermaidTM pods have steadily evolved over the last decade.
The range offers five fame sizes from 1,850mm to 2,770mm
motor stator diameter, with five powers from 5 to 27MW.
Advances in design have increased the power density, which
means for a given power the pod diameter can be reduced

prOpuLSOrS
allowing a more streamlined form for the underwater unit for
improved efficiency. Both induction and syncronous motors
are offered. For ice-going vessels induction motors are
normally specified due to their good torque characteristics at
low speed. Rolls-Royce and GE Energy Conversion combine
their resources and expertise on the electrical, mechanical
and hydrodynamic elements of the design. The application
of Mermaid pods is not restricted to passenger vessels or ice
going ships. Underwater mountable units are available for
rigs, and Mermaid pods are also powering naval vessels.
103
podded propulsors
Mermaid pods offer flexibility in vessel design and machinery layout.
They combine the functions of a propulsion motor, main propeller,
rudder and stern thruster in a single unit. The integrated electric motor
drives the shaft, saving space on board and eliminates the need for
a gearbox.

The propeller is a fixed pitch high skew design for low noise and vibration.
It can be supplied as a monobloc or with separately bolted blades, that can
be simply changed in the event of damage. All seals are environmentally
friendly, with no oil release in the event of a failure.

1
Key features:
Powers from 5 to 27MW Environmentally friendly sealing
2
Synchronous motor with arrangement
brushless excitation, or Remote controlled brake and
induction motor locking unit 3
Excellent manoeuvring Pulling azimuth unit for maximum
capability propulsive efficiency.
Flexible machinery arrangement
with simpler machinery
installation
High efficiency with low noise
and vibration 4

Technical data
Standard Power Power Shaft Weight Prop. dia. Speed
Mermaid Synchronous Induction speed (t) (m) (knots)
sizes motor (MW) motor (rpm)
(MW)

prOpuLSOrS
185 6 - 11 6 - 10.5 110 - 210 70 - 115 3.6 - 5.4
Main components
210 8 - 16 8 - 13.5 105 - 195 110 - 155 4.1 - 5.9 1. Cooling cubicle: Mounted on the 3. Pod seating: custom built for each
steering unit and contains the fans, hull. Is delivered fairly early to the
232 11 - 20 9 - 17 100 - 180 145 - 190 4.5 - 6.4 up to 24 coolers and air drying equipment. yard and becomes an integral part of
the hull.
250 13 - 23 11 - 20 95 - 170 185 - 220 4.9 - 6.9 2. Steering unit: the steering
machinery is mounted in the pod 4. Pod unit: rotates 360, +/- 35 in
277 15 - 27 13.5 - 23.5 90 - 160 230 - 270 5.4 - 8.0 seat and contains the slewing transit. Equipped with slip rings
bearing, steering gear wheel and and fluid distribution swivel inside
steering motors. these can be either steering unit.
All data subject to change without prior notice electric or hydraulic.

104 105
Mermaid iCe and hiCe
Mermaid ice-strengthened pods are specifically designed for all vessels Key features:
that operate in the toughest arctic conditions. Mermaid ICE units are Power range 5 to 18MW Stainless steel fixed pitch
designed to IACS PC4 and provide excellent hydrodynamic performance Induction PWM motor propeller with bolted blades for
for open sea voyages for fuel savings in a mixed operating profile. HICE High torque at low shaft speed simple change out
pods (illustrated below) for heavy duty ice applications are designed for for good ice milling capability
ice classes to IACS PC1. Both types are equipped with robust heavy duty Stator shrink fitted to pod
induction PWM motors with high torque at low rpm suitable for tough housing for efficient cooling
ice milling conditions.

2000

1800 12-18 MW

1600
10-15 MW
1400

Bollard pull thrust (kN)


8-13 MW
1200

1000

800 5-11 MW

600

400

200

0
0 2000 4000 6000 8000 10000 12000 14000 16000 18000
Shaft Power (kW)
HIcE pods are designed for heavy
duty applications.
210 232 250 277

Technical data
Pod size Bollard pull Shaft speed Weight Prop. dia Bollard pull thrust (kN) Open water speed (knots)

prOpuLSOrS
(MW) (rpm) (t) (m)

210 5 - 11 105 - 155 70 - 115 3.7 - 5.0 600 - 1200

232 8 - 13 100 - 147 110 - 155 4.5 - 5.65 1000 - 1500


14 - 19
250 10 - 15 95 - 140 145 - 190 4.9 - 6.0 1200 - 1650

277 12 - 18 90 - 132 250 - 325 5.4 - 6.5 1300 - 2000

All data subject to change without prior notice

106 107
Mermaid puSh
The Mermaid pushing pods are designed for low speed, high load Key features:
and high bollard pull applications. Fitted with a hydrodynamically Power range 4 to 11MW Underwater mountable option
optimised nozzle for maximum efficiency, they enable offshore Induction or Synchronous motor for most hull designs
operators to utilise the full benefits of space saving electrical pod Excellent performance for Choice of fixed pitch monobloc
propulsion. applications requiring high or bolted propeller
thrust and reliability

1800

1600

1400

Bollard pull thrust (kN)


7-11 MW
1200

1000

4-7.5 MW
800

600

400
0 2000 4000 6000 8000 10000 12000 14000
Shaft Power (kW)

185 210

prOpuLSOrS
Technical data
Pod size Bollard pull Shaft speed Weight Prop. dia Bollard pull thrust Speed
(MW) (rpm) (t) (m) (kN) (knots)

185 4-8 110 - 180 70 - 125 2.7 - 4.1 750 - 1150


up to 16
210 7 - 11 105 - 150 110 - 170 3.6 - 4.8 1200 - 1550

All data subject to change without prior notice

108 109
Bearings and thrust blocks
Part of the Rolls-Royce Group, Michell Bearings are the premier Thrust blocks Low maintenance and

BearingS anD SeaLS


designer and manufacturer of whitemetal (or babbitt) and PTFE-faced Freestanding main propeller shaft high reliability
hydrodynamic bearings for a wide variety of marine and industrial thrust bearings, flange mounted Permanently activated with
applications. They are installed on vessels covering more than 35 motor bearing assemblies and no wearing parts
navies worldwide. gearbox mounted internal No emergency back-up seal is
assemblies available required seal will still operate if
Typical thrust pressures of whitemetal face is damaged
400 550 psi
Self-contained water cooled
designs and forced oil/circulating Thrust metering and
oil cooling using an external resonance changing
lubrication system available equipment
Integral whitemetal (babbitt) lined Hydraulic thrust metering
journal bush or tilting pad journal equipment can be fitted to thrust
bearing can be accommodated bearing to provide instantaneous
Thrust blocks can be supplied reading of propeller thrust
complete with shafting Can be used continuously to
Key features: ensure operation at extremes of
Bespoke designs to suit all Pedestal, centre flange or raised dynamic misalignment
applications aircraft carriers foot mounted variations can be plummer bearings Vessels already in service can be
to submarines supplied Standard or bespoke designs retrofitted
Compact and highly reliable Special end seal options of propeller shaft plummer Resonant frequency of vibration
Shock resistant available, to prevent oil leakage bearings available eliminated from operating speed
Self-contained water cooled or and allow continued operation Radial loads can be supported range using hydraulic resonance
forced/flooded oil lubricated under flooded compartment on whitemetal (babbitt) lined changing a development
options available conditions journal bushes or tilting journal incorporating oil accumulators and
pads for cases with high motorised pumps that permits the
dynamic misalignment reduction of axial stiffness
Products Applications Self-contained natural air/water
cooled designs and circulating
Cruise & thrust blocks cruise, ferries,
Merchant mega yachts, oceanographic oil cooling using an external Bearings for naval motor and
Plummer bearings research vessels, VLCC, lubrication system available generator applications
Propulsion motor bearings
tankers and bulk carriers. Generally application-specific
designs for electric propulsion
Generator bearings Bulkhead sealing glands motors, generators and auxiliary
Naval thrust blocks Submarines and Naval Whitemetal (babbitt) lined, machines (pumps, fans etc.)
surface ships ranging spherically seated journal bush Self-contained natural air/water
Plummer bearings from patrol craft to
aircraft carriers.
Simple grease packed design that cooled and circulating oil cooled
Bulkhead sealing glands can be installed at any time during options
Propulsion motor bearings the build programme Exotic requirements can be
Can be designed to accommodate met angled operation without
Generator bearings
radial/angular shaft movements leakage, special materials, space
thrust metering and resonance Virtually zero leakage in static constraints, starting under load,
changing equipment
flooded conditions low noise/vibrations etc.
110 111
reduction gears
The Rolls-Royce reduction gear range is of the proven single-input
single-output design with built-in clutch and thrust block. They have
a variety of power take-offs that enable large shaft generators to
be driven, and electric motors to feed in power for get-you-home
propulsion or as part of a hybrid system. Power, torque and shaft
offsets correspond to current and anticipated market demands in
terms of engine power/speed and propeller revolutions for a wide
range of vessels. Large reduction ratios allow for all popular medium
speed engines and give slow and efficient propeller speeds. They

reDuCTiOn gear
can be specified with one-step reduction up to 6.25:1 and two-step
reduction with max. ratio up to 12:1.

aghC type: max. torque output - 90 to 950 knm


Available with a range of both vertical and horizontal shaft offsets Vertical offset AGHc-P with Vertical offset AGHc-S /Sc
Four configurations can be specified: primary PtI/Pto. with secondary Pto.
Standard AGHC
P with primary PTI/PTO
S with secondary PTO
SC with secondary
PTO & clutch

Standard AGHc vertical


offset reduction gear.
Standard horizontal offset Horizontal offset AGHC-P
AGHc reduction gear. with primary PtI/Pto.
Technical data
technical data AGHC/AGSC AGSC-P AGSC-S/SC

Max. torque in (Nm) 23000 - 235000 23000 - 235000 23000 - 235000


Max. torque out (Nm) 90000 - 950000 90000 - 950000 90000 - 950000
Reduction ratio, min. one step 1.8:1 1.8:1 1.8:1
Reduction ratio, max. two step 12:1 12:1 12:1
Weight (dry), kg 3000 - 27800 3300 - 28800 3300 - 28800
Gearbox PtO transmitted - 800 - 4000 800 - 2400
power, kW
PtO/PtI speed, rpm - 1200 - 1800 1200 - 1800
Max. step up ratio - 1:3 1:3
Min. step up ratio - 1:1 1:1.33 Horizontal offset AGHC-S/
All data subject to change without prior notice ScP with secondary Pto.

112 113
STaBiLiSaTiOn anD
ManOeuVring
Stabilisation and
manoeuvring
Various types of Rolls-Royce stabiliser technology can be
selected to match the vessel and its operating requirements.
Fin stabilisers are popular and suitable for a broad range of
vessels and reduce roll when underway. Tank stabilisation
and anti-heeling systems are effective at low speeds or when
stationary. The Neptune range uses a retractable fin that folds
into slots in the hull, flush with the vessels side, and is ideal
for cruise ships and larger ferries. The smaller and lightweight
Aquarius range is suitable for large yachts and smaller cruise
vessels. Fin designs have been modified and control systems
developed to provide stabilisation at rest capability for large
yachts using both Aquarius and Neptune range. Where it
is not necessary or required for the fin to retract, both the
Modular and Gemini range cater for a variety of applications
including military vessels.

115
Fin stabilisers
Rolls-Royce manufactures the broadest range of stabilisers in the gemini
market, suitable for commercial or naval vessels of all sizes. The most The compact and ruggedly designed Gemini range is supplied
recent addition is stabilisation at rest (SAR) specifically developed for with a plain high performance fabricated fin and is suitable
large yachts using retractable fins a world first. for commercial vessels and government/military applications
where Milspec requirements are not required. It can be
supplied with or without hull plate to allow a balance of cost

non-retractable stabilisers
against ease of installation.

Modular
The Modular range uses a simplified design configuration that offers
reduced maintenance costs. In operation, the superior hydrodynamic
profile of the fin blade remains unbroken, reducing the potential for
cavitation. The range fully satisfies military standards for noise, shock
and vibration levels where required to meet specifications.

STaBiLiSaTiOn anD
ManOeuVring
A

C
C

B A
B

Technical data
Model Max. Fin Maximum dimensions (m) Weight*
Area (m2) (kg)
A B c Technical data
NR22 1.9 - 4.8 1.30 1.35 2.26 6800 - 12200 Model Max. Fin Maximum dimensions (m) Weight*
Area (m2) (kg)
NR26 5.0 - 6.5 1.30 1.70 2.82 14400 - 18600 A B c

NR30 7.0 - 9.0 1.50 1.88 3.00 21100 - 26600 10 1.4 1.20 1.17 0.72 3400

NR35 9.5 - 12.0 1.75 1.95 3.55 29900 - 36700 20 2.0 1.55 1.29 0.9 5700

NR41 13.0 - 16.5 2.00 2.20 4.10 42400 - 52100 30 3.2 1.86 1.72 1.11 10100

*Weights shown include the hull plates *Weights shown include the hull plates
All data subject to change without prior notice All data subject to change without prior notice

116 117
retractable stabilisers
The Neptune and Aquarius retractable-fin stabilisers both incorporate neptune
a one-piece fin construction, with a 'fishtail' high-lift profile. When The Neptune one-piece fin is built of fabricated materials, with a modified
not in use, the fins are folded into recesses in the hull, flush with the NACA section to maximise lift properties and minimise drag.
vessels side.

aquarius
The Aquarius folding-fin stabiliser range gives high performance roll
damping, with a compact, lightweight design and state-of-the-art
controls. The fin operating mechanism is specially configured for
smaller vessels.

STaBiLiSaTiOn anD
ManOeuVring
A

D
A
B

C
D

B Technical data
C Maximum dimensions (m) Weight
Model Max. Fin
Area (m2) (kg)
Technical data A B c d

Model Max. Fin Maximum dimensions (m) Weight N200 5.45 - 7.48 4.54 6.68 7.28 5.6 44000 - 52000
Area (m2) (kg)
A B c d N300 7.00 - 9.62 5.14 7.54 8.14 6.31 67000 - 78000
A25 1.06 - 2.05 2.44 3.77 4.37 3.14 11000 - 13000 N400 9.42 - 12.95 5.97 8.71 9.31 7.29 90000 - 102000
A50 1.82 - 3.51 3.19 4.94 5.54 4.66 19000 - 24000 N500 12.5 - 17.19 6.88 9.96 10.56 8.37 127000 - 142000
A100 4.21 - 5.78 3.99 6.18 6.78 5.00 35000 - 42000 N600 16.24 - 22.33 7.84 11.35 11.95 9.99 190000 - 209000
All data subject to change without prior notice All data subject to change without prior notice

118 119
Stabilisation at rest
Neptune stabilisation at rest stabiliser
The stabilisation at rest system has been developed through
modifications to the existing Aquarius and Neptune stabilisers.
It represents the latest product design to deliver the best in
performance, underway and at rest particularly for large luxury A
yachts.

Active fin control and the advanced hydrodynamic design means


outstanding roll reduction at anchor and the usual excellent
performance of the Aquarius and Neptune range whilst under way.
D

B
Key features:
C
Fins can be folded for safety reasons. When fully retracted the hull
retains its sleek form
Compared to industry standards, Rolls-Royce fin design gives less
drag in the working position

STaBiLiSaTiOn anD
Rolls-Royce retractable stabilisers will deliver the required roll Aquarius stabilisation at rest stabiliser

ManOeuVring
reduction with only a single pair of fins
Fewer components and sub-systems for reliability and availability
with less maintenance
Electro-hydraulic actuation for low noise A

D
B

Technical data
Model Max. Maximum dimensions (m) Weight
Fin Area (kg)
(m2) A B c d
Aquarius A25 4.0 2.44 3.77 4.37 3.14 13000
Stabiliser fins have a larger
surface area for optimum A50 4.79 - 6.1 3.19 4.94 5.54 4.66 24000
performance at rest.
A100 8.0 - 9.0 3.99 6.18 6.78 5.00 42000
Neptune N200 9.0 - 12.0 4.54 6.60 7.20 5.60 50000

N300 15.0 5.14 7.5 8.1 6.35 75000

All data subject to change without prior notice

120 121
STaBiLiSaTiOn anD
ManOeuVring
Steering gear
Rolls-Royce supplies a complete range of steering gear suitable
for all ship sizes and types, including VLCCs, large container
vessels, offshore and naval applications and built on a 60 year
pedigree during which time more than 30,000 units have been
delivered. All steering gears are delivered as a complete system,
including hydraulic power units, control and alarm systems.
We also see more navies and coastguards selecting our COTS
steering gear.

Rotary vane steering gears are very compact they include


integrated rudder carrier bearings (lubricated by the hydraulic
system oil) and are typically 50 60 per cent the weight of some
competing designs, with low noise and vibration. Operationally,
rotary vane is widely selected as it ensures full torque is available
at all rudder angles. It gives more flexibility in the design of the
steering system as the steering gear is optimised for the type of
rudder it will be used with. Units come in 2, 3 and 4 vane variants
with 70, 45 and 35 rudder angles respectively.
123
SV Series: 412 850 kNm
Sr/SV series
a g
Lo temp
of Ro
e
oy e F yste Freque
e
y co troll
e y con o le

Key features
The compact and powerful SR/SV series is suitable for small to medium Compact and lightweight
sized ships and is designed with integrated frequency controlled Simple installation and
reversible pumps. This ensures smooth starting and stopping and maintenance
enables a precise control system. Pump motors are mounted directly on High positioning precision
the unit, reducing the need for pipework onboard. They are supplied No external moving parts
with steering control and rudder angle indicators as a complete system. Rudder angles up to 70
FC pumps for low power
SR series: 16 412kNm
ch th i r ng c upl g d e c
Th iv s s
e ri g ge nd
pu p w ll stop
a w ll lock t e
a hydra icu ock
t o of
d n th to of e act at r Th
m and s g al p r s h
consumption

STaBiLiSaTiOn anD
ManOeuVring
B

Pump motors are mounted on the


unit to minimise pipework
Technical data
type Std. Rudder Max Max Max FCP Conventional Dimension AxBxC Weight Max Radial Max Axial
5 6 0 0 0 11 5 9 0
h t o o m po e ed om
65
n S 6 0 3 FCP 360 00 00 6 1 50 5 0
h t l T t
Stock Working Working Mechanical o(mm
ic
h hyd au x mm x mm)
l y and Approx. Load (kN) Load (kN)
Diameter Pressure torque Rudder (kg)
(mm) (bar) (kNm) Angle
(deg)
SR562L 120 54 16 2 x 61 YES YES
r ng u
1230
p mp nd
x 390 x 900
t ge h w f equ g
400
to
175 104
g p g g
SR562 160 133 40 2 x 61 YES YES 1230 xt p390
f he x
t 1150 400 175 104
ni g d h
w r n v t ar d ng g r a ng a v

SR622
h s ar /s pump n ors re n d d wo d
200 125 70 2 x 71.5 YES YES
i ht 1210
on th u dx 675
ctu to wxh 980
al n c 620
an el 400 200
SR642 240 125 110 2 x 72 YES YES 1330 x 765 x 1090
Th l m t t e ee f p p g o b a d
920
s s pa a
600 250
SR662 280 125 170 2 x 72 YES YES 1430
The pow x 810
nt ns x
ts 1180
f r v ri 1800
d ng moto
700 354
p

SR722 300 125 275 2 x 72 YES YES 1610 x 875 x 1470 2750 855 370
m to m u t d to h op f he c ua
ot n e e
h l

SR723 320 125 412 2 x 44 YES YES 1610 x 875 x 1470


to e ch b s f he t o
2800 855 370

2o 2
SV430-2 340 160 430 2 x 72 YES YES 1665 x 1050 x 1550 3430 1400 500
SV570-2 360 160 570 2 x 72 YES YES 1800 x 1155 x 1790
te r n
N 2 4
a
n o
e od
way 4300
m t n s iv n
ent n 1800 700
SV650-3 360 160 650 2 x 46 YES YES 1665 x 1050 x 1550 3430 1400 500
w w ol c or f t u

SV850-3 400 160 850 2 x 46 YES YES 1800 x 1155 x 1790 4300 1800 700
All data subject to change without prior notice

124 125
RV/IRV 4 vane: 845 6550kNm
rV/irV Series
Key features:
The RV series of steering gear is suitable for large and medium Compact size
sized vessels and is available with 2, 3 and 4 vane options. A dual, Excellent power-to-weight ratio
submerged pump powerpack simplifies installation as no expansion Simplified maintenance: 4-piece
tank is needed. Modulated flow control gives a soft start and precise split bearings and seals on base
control for small rudder movements. The IRV series incorporates a and cover
double sealing system, completely separating the actuator into two Integrated storage tank and
individual pressure systems. Automatic isolation of the actuators dual rudder carrier 4-Vane :
hydraulic system is a feature to meet IMO single failure criteria for large Full overhaul possible without 35 rudder angle
tankers over 100,000dwt. They can be supplied with steering controls, removing the rudder stock
CANBUS alarm system and rudder angle indicators. connection for steering gear sizes
of RV2600-4 and over

RV/IRV 2 & 3 vane: 430 3916kNm


Key features:
Rudder angles 35 - 70
Complies with IMO regulations

STaBiLiSaTiOn anD
Compact and lightweight

ManOeuVring
Installation with reamer bolts or stoppers
Modulated flow for precise rudder 2-Vane :
up to 70 rudder angle
movements

An integrated lifting device


enables access to all bearings
and seals without loosening the
3-Vane : rudderstock connection.
up to 45 rudder angle

126 127
Technical data
type Max Max Max Friction loss Max Dimension A x B x C Weight Appr
Approx.
x. Max Radial Max Axial
Rudderstock Working Working in Rudder Mechanical (mm x mm x mm) (kg) Load Load
Diameter Pressure torque Carrier Rudder (kN) (kN)
(mm) (bar) (kNm) (kNm) Angle (deg)

RV450-2 360 80 430 49 2 x 71.5 1450 x 890 x 115 3200 1400 500

RV550-2 390 80 568 53 2 x 71.5 1450 x 1025 x 115 3500 1400 500

RV650-3 390 80 644 56 2 x 46.5 1450 x 890 x 115 3200 1400 500

RV700-2 410 80 677 71 2 x 71.5 1600 x 1055 x 140 5000 1800 700

RV850-3 450 80 853 61 2 x 46.5 1450 x 1025 x 115 3700 1400 500

RV850-4 390 170 845 70 2 x 36.5 1380 x 1115 x 450 3650 500 450

RV900-2 450 80 874 75 2 x 71.5 1600 x 1200 x 140 6000 1800 700

RV1050-3 495 80 1015 80 2 x 46.5 1600 x 1055 x 140 5000 1800 700

RV1050-4 420 170 1065 87 2 x 36.5 1550 x 1144 x 467.5 4410 600 650

RV1100-2 510 80 1094 137 2 x 71.5 1900 x 1265 x 195 8000 3000 1250

STaBiLiSaTiOn anD
ManOeuVring
RV1350-3 495 80 1312 87 2 x 46.5 1600 x 1200 x 140 6000 1800 700

RV1400-2 500 80 1412 88 2 x 71.5 1600 x 1612 x 140 8100 1800 700

RV1450-4 470 170 1440 108 2 x 36.5 1690 x 1225 x 505 5690 600 750

RV1650-3 550 80 1642 151 2 x 46.5 1900 x 1265 x 195 8000 3000 1250

RV1700-2 560 80 1709 150 2 x 71.5 1900 x 1596 x 195 11000 3000 1250

RV1850-4 510 170 1860 132 2 x 36.5 1800 x 1350 x 550 7480 700 900

RV2050-2* 580 80 2029 157 2 x 71.5 2110 x 1659 x 334 12000 3000 1250

RV2600-3 620 80 2563 171 2 x 46.5 1900 x 1569 x 195 11500 3000 1250

RV2600-4* 580 170 2586 232 2 x 36.5 2040 x 1639 x 658 10000 700 1050

RV2700-2* 650 80 2666 171 2 x 71.5 2110 x 2050 x 334 15000 3000 1250

RV3050-2* 700 80 3043 236 2 x 71.5 2400 x 1889 x 339 20000 3000 1800

RV3050-3 660 80 3043 181 2 x 46.5 2110 x 1674 x 334 12000 3000 1250

RV3900-4* 670 170 3882 314 2 x 36.5 2200 x 1803 x 743 14000 900 1200

RV4000-3 700 80 4000 201 2 x 46.5 2110 x 1964 x 334 15000 3000 1250

RV4200-2* 730 80 4200 273 2 x 71.5 2400 x 2046 x 339 24000 3000 1800

RV5500-4* 750 170 5498 498 2 x 36.5 2560 x 1886 x 771 20000 1250 1750

RV6550-4* 800 170 6565 609 2 x 36.5 2700 x 1974 x 810 23000 1250 2000

* Available in IMO execution (tankers over 100,000 DWT)


All data subject to change without prior notice

128 129
rotary vane steering gear - actuator steering gear
for naval applications Actuator type steering gear is popular with a number of navies. Its
simple and robust design provides the reliability and redundancy
The Rolls-Royce compact naval rotary vane steering gear range has required, as two actuator systems provide single rudder operation.
been designed to meet the highest military standards for noise, shock, Even with one actuator bypassed, 50 per cent of the torque is still
vibration and EMI/EMC. available. Rudders can also be operated independently if necessary.

A 17 model range delivers steering torques from 19 2,512kNm and Systems are normally of bespoke design for a specific vessel type.
has been developed to suit a wide range of naval vessels. The standard Layout means fewer interface surfaces on board as the actuator
working rudder angle is 37 to one side, although gears can be anchor brackets can be welded directly onto the hull cartridge.
supplied to give maximum working angles of 70 and 90 to one side. Therefore installation of actuator steering gear is less tolerance-
critical for the yard.
They have been selected by a large number of the world's navies,
including those of the USA, Canada, Malaysia, India, Australia and the Routine maintenance is also minimal and replacing an individual
UK Royal Navy. This range seamlessly integrates the wide array of actuator is a simple operation.
applications deployed in naval fleets.

STaBiLiSaTiOn anD
Key features: Key features:

ManOeuVring
Meets military standards for noise, Compact size suitable for Specifically designed for Cost-effective and
shock and vibration installation on single or multiple- corvettes, frigates and destroyers simple installation
Select from a 17 model range to rudder installations Select from a 7 model range Minimal maintenance
match the application Maximum working angles of Torques from 36 to 448kNm
Torques from 19 2,512kNm 70 and 90 to one side can be
specified

the compact naval rotary vane steering gear. Actuator steering gear is fitted to the uK royal Navy type 45 destroyers.

130 131
STaBiLiSaTiOn anD
ManOeuVring
Rudders
Rolls-Royce has over 20 years experience in rudder design
and cavitation prediction. With experience drawn from the
Rolls-Royce Hydrodynamic Research Centre and in-house
Hydrodynamics specialists, advanced computer programmes
have been developed to simulate manoeuvres to evaluate
different rudder sizes and types to optimise the rudder design
for each vessel.
133
Type CB:
Conventional spade rudders for lower speeds
A bulbous profile and large vane end plates
tyPE: CB / CM / CS improve low speed manoeuvrability. It shares
the same profile as the FB flap rudder and
This range of rudders is built as full spade rudders, with three different is typically used for offshore supply, cargo,
standard profiles and no rudder angle limitation, to ensure optimal fishing and seismic vessels.
manoeuvrability for passenger, cargo vessels and high-speed craft. type Cb
The medium and slim profiles can be combined with a twisted Options:
leading-edge for improved efficiency and reduced cavitation risk. Heel connection module
Wire Guard

Type CM:
Speed
for medium speeds
The profile is optimised to provide good
CB rudder
manoeuvrability with propulsive efficiency,
with a tapered or rectangular blade,
meeting the rudder needs of passenger

Increased propulsive efficiency


and cargo vessels.
Increased manoeuvrability

type CM

STaBiLiSaTiOn anD
CM rudder
Options:

ManOeuVring
Twisted leading edge
Wire Guard
CS rudder
Type CS:
for higher speeds
The slim profile increases overall propulsive
Special efficiency and reduces cavitation risk. The
blade is tapered with rounded corners. It has
the same profile as the FS flap rudder.
18 kn 23 kn 25 kn
type CS Options:
Twisted leading edge
2.0
Wire Guard
1.8
1.6
1.4 Trunk Type:
1.2 extended, with steering
Lift coefficient (-)

1.0 Bulbous gear foundation or


0.8
Standard
Medium Designed for minimum
0.6
Slim
installation time and cost
0.4
Tailor-made for each vessel
0.2 The extended trunk is
0.0 available with or without
0 10 20 30 40 50 fairwater/shell plating
rudder angle (deg.)

134 135
Type FB:
Flap rudders type Fb for low to medium speeds
This rudder has a bulbous profile for
tyPE: FB / FM / FS maximum manoeuvring performance. The
design also has large upper and lower vane
Rolls-Royce has developed and built flap rudders since the 1980s. plates. It is ideal for use on workboats, fishing
The performance of a flap rudder is determined both by the flap, the vessels, offshore vessels, small tankers, cargo
link mechanism and the profile, as well as the hull and the propeller. vessels, ferries and other coastal vessels.
Rolls-Royce has therefore designed a range of flap rudders suitable for
different types of vessels and functions, to ensure customers receive a Options:
rudder best suited to their vessel's operating requirements. Heel connection module
Wire Guard
Speed
Type FM:
type FM for medium speeds
Designed with a moderate profile
for enhanced manoeuvrability and
FB rudder propulsive efficiency.

Increased propulsive effeciency


Increased manoeuvrability

Options:

STaBiLiSaTiOn anD
Twisted leading edge

ManOeuVring
FM rudder
Wire Guard

Type FS:
for medium to high speeds
A slim profile that is purpose-designed to suit
FS rudder
type FS the vessel. The rudder is built around a cast
cone module and has a robust link mechanism
and hinge system to withstand the high forces.
It is also an ideal all-round flap rudder suitable
18 kn 20 kn 26 kn for a wide range of vessel types.

Options:
2.0
Twisted leading edge
1.8
Wire Guard
1.6
1.4
Lift coefficient (-)

1.2 Trunk Type:


1.0 Bulbous extended, with steering gear
0.8
foundation or Standard
Medium Designed for minimum
0.6
Slim
installation time and cost
0.4
Tailor-made for each vessel
0.2 The extended trunk is
0.0 available with or without
0 10 20 30 40 50 fairwater/shell plating
rudder angle (deg.)

136 137
DeCK MaChinery
Deck machinery solutions
Rolls-Royce provides the widest range of deck machinery in the
industry - we manufactured our first hydraulic winch back in 1941.
Today, our capability in designing complete systems is helping
us set the standard in many sectors. Our winch range is ideal for
merchant vessels, offshore vessels, tugs, fishing vessels and naval
applications, where we also supply replenishment-at-sea systems.
139
Modular anchor and Flexible build options

mooring winches
The winch system is adapted in order to reflect vessel and operational
characteristics. Popular options include:

The Rolls-Royce concept for anchor and mooring winches delivers Mooring Winches with:
tailor-made winch solutions for most vessel types from a range Automatic tension control
of standard modules that are light, compact and easy to install. Remote control for speed, direction of rotation, brakes and clutches
The modular design allows us to accommodate a wide range of Stainless steel brake drum surfaces
customer requirements while maintaining short lead times and
consistent quality. Windlasses with:
Automatic speed control for the anchor lowering operation
Cable length indicator
Chain Stopper
Stainless steel brake surface

Typical tailored solutions


5 - 8000 bhp 8 - 12000 bhp

Mooring
5 - 40 tonnes

200 ELF 300 LPH


Pull capacity : 20 tonnes Pull capacity : 30 tonnes
Chain size Wire capacity : 1200 meter of 56 mm Wire capacity : 1500 meter of 56 mm
up to 137mm

DeCK MaChinery
12 - 18000 bhp 18 - 20000 bhp

Drive options
Select from four drive options to suit the application. Low-pressure
hydraulic (64 bar), high-pressure hydraulic (250 bar), electrical-frequency
controlled or electrical pole change drive.
300 ELF 150 ELF
Pull capacity : 30 tonnes Pull capacity : 15 tonnes
Wire capacity : 5000 meter of 76 mm Wire capacity : 5000 meter of 76 mm
Synthetic rope : 800 meter of 208 mm Synthetic rope : 800 meter of 208 mm

> 20000 bhp > 20000 bhp

120 HPH 160 LPH


Pull capacity : 12 tonnes Pull capacity : 16 tonnes
Low-pressure High-pressure Electric drive-pole-change Wire capacity : 12000 meter of 76 mm Wire capacity : 12000 meter of 76 mm
hydraulic drive (64 bar). hydraulic drive (250 bar). or frequency controlled. Synthetic rope : 2 x 1600 meter of 208 mm Synthetic rope : 2 x 1600 meter of 208 mm

140 141
Towing winch systems for tugs Systems for supply and
Rolls-Royce is one of the leading suppliers of heavy-duty winches for service vessels
escort, harbour and coastal tugs, thanks to customers demanding
the best solutions possible. Our towing winch systems are the Rolls-Royce continues to innovate in offshore vessel design and the
preferred choice among the major tug operators around the world. systems that are making them more productive, fuel efficient and safer
They appreciate the tremendous pulling force, compact design, easy places to work. Safer deck operations using rail-mounted cranes are
operation and high reliability. We provide high-pressure hydraulic- now used to move cargos quickly and efficiently. Tailor-made dry bulk
driven, electric, frequency converter-driven and low pressure-driven handling systems with remote controls, tanks and valves, air dryers and
winches for tugs. compressors are designed to suit customer requirements. Automated
cargo fastening systems use moving pillars mounted in tracks flush
with the deck to move and secure pipes and equipment on deck,
speeding up loading and maximising use of deck space.

Bulk hose operations can be risky when receiving and securing


the bulk hose onboard a vessel. The newly developed Safer Hose
Operation System (SHOS) has been developed in cooperation with
experienced offshore crane operators for this purpose. Previously the
bulk hose had to be manually roped to the rails while the vessel was
towing winches Waterfall towing winches moving. The new SHOS securing arm holds the bulk hose for safer
Pull capacity : 1 - 150 tonnes Pull capacity : 1 - 300 tonnes operation and minimises risks when the crane hook on the platform
releases the bulk hose. It is able to serve all types of hoses regardless of
hose coupling type and is easy to install.

1
6

DeCK MaChinery
5 4
Escort winches Rope reels
Pull capacity : 1 - 150 tonnes 3
rendering capacity : 1 - 200 tonnes
2

product key
1 cargo rail cranes 4 tugger winches

2 dry bulk tanks/air dryers/compressors 5 Automated sea fastening arrangement

3 capstan winches 6 Anchor and mooring winches

Automated sea
fastening Safer hose
arrangement operation system

142 143
Systems for anchor handling automated handling systems
and supply vessels for subsea vessels
The worlds most powerful anchor handling and towing winches are As the need to work in deeper waters grows, our equipment has
designed and developed by Rolls-Royce and have capacities of more evolved to meet the requirements. Our multi-purpose aft deck systems
than 600 tonnes pull. Winch dimensions and layout are normally can be integrated into unified solutions to meet specific operating
tailored to the specific vessel and its operation. They come complete requirements and maximise operating efficiency and productivity. Fibre
with the Towcon RT control and monitoring system for complete rope deployment systems are now working effectively at depths of
control. A range of innovative safer deck equipment has been 4,000m and beyond and active heave compensation enables vessels to
progressively introduced to enhance crew safety. operate safely as weather conditions worsen, extending the time they
Selection of anchor handling winches can remain on station.
5 - 8000 bhp 8 - 12000 bhp 12 - 18000 bhp
4

7
Pull capacity: <150 tonnes Pull capacity: 150 - 300 tonnes Pull capacity: 300 - 400 tonnes
Wire capacity: 1200m/56mm Wire capacity: 1500m/56mm Wire capacity: 5000m/76mm 6
Synthetic rope: 800m/208mm
1 2
18 - 20000 bhp > 20000 bhp

Pull capacity: 350 - 500 tonnes


Pull capacity: 400 - 600 tonnes
Wire capacity: 12000m/76mm 8
product key

DeCK MaChinery
Wire capacity: 5000m/76mm Synthetic rope: 2 x 1600m/208 mm
Installation and work over control
Synthetic rope: 800m/208mm 9 1 system (IWOCS)
10

2 Skid and hatch systems with


7 skidding capacity up to 70 tonnes
5
3 Active heave compensated fibre
2 11 3 rope crane Module
12 4 handling towers
6 Module handling towers with Covers everything from IMR to
4 capacity up to 125 tonnes
1 construction work in ultra deep waters
Fibre rope deployment Fully integrated guiding solutions
5 systems: 20 - 150 tonnes Field proven fibre rope winch (CTCU) or
product key wire winch configuration
6 LARS for WROV - through moon pool Adaptive layouts to meet customer
1 Stern rollers - single, twin or triple 7 cargo rail crane with tool requirements
7 LARS for WROV - over side Capacity: up to 125 tonnes
2 tugger winches 8 Secondary winches: 65 - 210 tonnes

3 ARF/ALARS for assisting launch and 9 cable lifter changer


recovery of anchors up to 130 tonnes
Storage winches capacities 5 - 65 Launch and recovery systems for ROVs
4 tonnes 10 LARS (Launch and recovery system)
for roVs Accurate active heave compensation
Side launch and moon pool launch
5 Spooling devices 11 Pennant winder Gentle handling of third party equipment
Automatic launch and recovery to a given
6 Stop pins and centring devices 12 rope tensioner target depth at a given target speed
Hydraulic or AC-driven

144 145
automated handling for positioning mooring
seismic vessels systems for barges, rigs,
Our automated handling systems are among the most reliable on the drillships and FpSOs
market, have many advanced features and have become the industry
standard. To effectively integrate these compact systems we work closely Mooring systems are designed to operate safely in the harshest climatic
with customers to design the entire zones. Bespoke packages of equipment are normally developed closely
aft deck. Control systems allow the with customers for specific projects or applications. The product
operators to direct and synchronise range comprises of chain jacks, windlasses, anchor mooring drums,
all winches, streamers and auxiliary combination winches (wire/chain) and traction winches. In addition,
equipment remotely. User-friendly Rolls-Royce supplies fairleads, fairlead stoppers and chain stoppers.
controls which feature automated
spooling, reduces the need for Most products are delivered with control and monitoring systems
manual handling on the aft deck for precise handling and control. Winches can be supplied with low-
for enhanced crew safety. Fairleads with tufline fairing. pressure hydraulic, high-pressure hydraulic or electric drive.

product key 1 product key


2
1 Moving vessel profilers 3 1 chain or wire fairleads

2 Wide tow system 2 drum or traction winches

3 Auxiliary system 3 control cabins


4
4 Streamers system

5 Source handling systems

DeCK MaChinery
5

2
3

Fairleads Deflector
Unique and field- handling systems
proven technology Gentle and
Space-saving safe handling
and easy rotation and storage of Streamer lines Source handling
of belt deflectors Hydraulic or systems
Gentle handling Easy and safe Ac-driven Space-efficient
increases lifespan access for Gentle, safe Safe storage
of cables maintenance in and efficient
storage position Weight-optimised
Optional tension deployment
Adapts to all sizes and recovery For rigid and
measuring flexible arrays
of diverters Streamer
Tufline and tufnose chain stoppers Vertical shaft chain jacks Moveable
fairing Integrated wide manufacturer
tow system proven windlass windlasses

146 147
automated systems for well automated handling for
intervention on vessels and oceanographic vessels
fixed platforms Using fibre rope handling technology has eliminated water depth
restrictions for taking seabed samples. We provide tailor-made solutions
Improving oil recovery from existing wells is a key operating requirement using our patented cable traction control technology to deploy and
and the reason for our continued development in advanced systems. With recover samples at great depths. A Moving Vessel Profiler with a free fall
a focus on safe and cost effective rigging the product range has been fish equipped with sensors is towed behind the vessel and moves from
extended to include modular workover units. We also have experience as the surface to the bottom and back every few miles collecting data as
a sub-contractor for well service equipment that includes coiled tubing the ship travels.
reels, tower structure, advanced coiled tubing tension frames and jacking
frames for platforms and vessels. Control systems, winches and overboard systems are designed
for the specific needs of vessels used in oceanography and
deep-sea operations.
Workover rig for fast product key
rig-up on any type of
fixed installation. Pipe handling system
1

2 LER container
5
3 Main & auxiliary HPu
4 4 derrick 4

5 drive units and top drive 5


2
1 cherry pickers in BoP
6 6 deck and drill floor
1
3
7 circulation skid

DeCK MaChinery
7

3 6
product key
2
1 ctd system 4 overboard system

2 A-frames 5 Piston corer handling system

3 deep tow and deep water


coring systems

Deep tow and deep water


CtD boom coring system with CtCU
ctd winch systems with
Intervention coiled tubing Jacking Advanced tension active heave compensation.
towers reels frames frames Max line speed 2m/sec

148 149
Fishing solutions Subsea cranes
Complete deck machinery solutions comprising up to 20 individual With more offshore oil and gas activity in very deep water, cranes with
winches are supplied for all kinds of fishing vessels. Drive options are low a large lifting capability to handle heavy deck cargo at sea are needed,
and high pressure hydraulic and electric. Frequency controlled spooling and Rolls-Royce supplies units up to 700 tonne metre capacity. The
reduces wear on the wire and provides optimum spooling regardless key feature is the very effective active heave compensation system,
of the wire size, and can be fitted on existing winches. The latest trawl which prevents the wave induced motion of the vessel influencing the
winches are direct drive with fewer moving parts and more power. As precision of the load handling and extends the operating window to
the motors turn slowly responsiveness is more accurate providing the much tougher sea conditions.
operator greater sensitivity, favourable for trawling. The Synchro RTX
Autotrawl system is available to maximise catching capability. The range of subsea cranes have been developed to significantly
increase the max SWL work area. The cranes have accurate active heave
compensation with steel rope configuration and Integrated machinery
with compact design. The dual draglink crane has increased cover area
at full load and outstanding max load lifting height which enables long
and wide lifting arrangements.

6
1 4
5

3 4

DeCK MaChinery
product key

1 Net sounder winches 4 Auxiliary winches dual draglink crane


lifting range up to 70 tonnes
2 Net drum winches 5 Purse seiner winches

3 trawl winches 6 Anchor and mooring winches

Subsea crane
the dual draglink crane is ideal for
horizontal movement of load.
trawl winches Net drum winches Electric net sounder
6-120 tonnes 6-120 tonnes winches 6-120 tonnes

150 151
Multifunctional cargo Safer deck systems
rail cranes Making decks safer offshore
The safety of crew and vessel is a top priority for vessel operators
Cargo rail cranes have been developed to improve safety on deck, working in harsh environments. Therefore Rolls-Royce has focused
where the crew have to handle heavy moorings and deck cargo at on developing the systems that help reduce the risks for crew
sea. Rail cranes equipped with various manipulators are an integral members who undertake dangerous tasks on board anchor-
part of this, enabling the crew to conduct operations on any part of handlers. Remotely controlled cranes traverse the length of the
the working deck by remote control from a safe location. vessel's cargo rails. Each crane has two arms equipped with specially
designed manipulators that work in conjunction with the winches
Working on the deck of an anchor-handler poses a risk to life and and other systems installed into the deck, like centering quadrants,
limb. To reduce this risk, the cargo rail cranes are equipped with towing pins, spooling sheaves and shark jaws. Many operations can
comprehensive systems for handling ropes, wires, chains and be carried out including:
shackles, which may be under great tension, with the minimum of Shackling wires or chains together
manual work on deck. Handling chains
Capturing a wire
Lassoing a buoy
Pennant wire coiling
Heavy anchor shifting
Cable tensioning

DeCK MaChinery
Manipulators can perform a variety
of tasks, without the need for human
intervention on deck.

Cargo rail crane with tool Dual draglink crane for cargo handling tow pins top securing Shark jaws 50 to 165mm Spooling sheave
the cargo rail cranes are used for safer the dual draglink cargo rail crane has a with rotating outer liners. chain with replaceable temporary mount on
deck operation. lifting range up to 10 tonnes. inserts. shark jaw.

152 153
replenishment/fuelling-at-sea
(raS) systems
The Rolls-Royce standard RAS systems is designed to transfer 2 tonnes at
ship distances from 24 to 55m, (max. 61m) and at ship speeds between 10
and 16 knots. A new heavy replenishment-at-sea system (HRAS) has been
developed that will permit loads of up to 5 tonnes to be safely transferred
between ships. This contrasts with the light jackstay rig which is a simple Large derrick rig dual purpose rigs
manual system for the transfer of loads up to 250kg.

At the heart of each system is the AC powered jackstay winch, that


automatically responds to extremes of vessel movement once the tension
is set. Where liquids and solids are required to be transferred at the same
time the dual capacity high performance rig is the ideal solution. A single
control console controls fuelling and/or transfer operations.

Other systems:
Astern refuelling rigs
Large derrick rigs
Dual purpose rigs
Light jackstay rigs Movable highpoint Astern refuelling reel
Moveable highpoints

DeCK MaChinery
A typical rAS
arrangement.

154 155
helicopter sensor handling systems
naval handling systems Our lightweight composite equipment for helicopter undersea
sensor deployment comes in a variety of configurations. Typical are
the winch and fairlead tow cable systems for the US Navys Organic
Airbourne Mine Countermeasures program and the HELRAS dipping
sonar reeling machines for Canadas new maritime helicopters.

Other systems:
Organic Reeling Cable Assembly (ORCA)
Helicopter Long Range Active Sonar (HELRAS)
Carriage, Stream, Tow Recovery System (CSTRS)

Sidescan sonar winch and handling system.


(Photo courtesy cpl. rick Ayer, Maritime Forces Atlantic)

Shipbourne winch and sensor handling systems cStrS winch and tow sheave HELRAS long range active dipping sonar
Navies around the world use our systems for their demanding
undersea sensor towing applications. The portfolio ranges from
systems design and production of the Multi-Functional Towed Array unmanned vehicle launch and recovery systems
(MFTA) for the US Navys DDG1000 destroyer, to automated electro- We have developed a portfolio of innovative systems to handle
hydraulic winches and sonar tow body handling systems for the virtually any unmanned vehicle requirement. Some can be automated
Singapore Navys Formidable class. Our design team listen to your or semi-automated, removing some of the potential risks inherent in
requirements and develops a solution to match your expectations. manual on-deck operations. Examples include launch and recovery

DeCK MaChinery
systems (LARS) for the US Naval Oceanographics ORCA USV.
Other systems
Active/passive Other systems:
towed sonar Semi-submersible USV LARS
handing AUV LARS for smaller vessels
Multi-function Davit type LARS for manned and unmanned craft
towed array winch Towed sonar LARS for UAVs
and handling
Multi-function towed Automated launch, recovery
Torpedo defence array winch and stowage system for
winches active passive sonar
Sidescan sonar
winch and handling
Containerised sonar
towing/handling

Lightweight, modular
Modular self-contained dual-drum torpedo Launch and recovery systems
torpedo defence winch defence winch for small uSVs Towed sonar LARS for USV

156 157
Automation and control
Ergonomically designed systems with an intuitive operator
interface are essential in environments where operators
demand maximum reliability, efficiency and safety.

Our systems are developed from an in-depth experience of


over 30 years. We pay great attention to the human machine
interface (HMI) to reduce operator fatigue, important when
controlling complex vessels for prolonged periods. Maximum
use is made of configurable controls and touch screens.

anD COnTrOL
auTOMaTiOn
Our common system architecture and design philosophy
provides proven standard modules as building blocks for
fully customised systems, so that the specific operating
requirements of each vessel can be met. The Rolls-Royce
family of dynamic positioning systems uses the latest
technology and our integrated bridge concept provides
multiple workstations with the flexibility to switch between
functions in a comfortable ergonomic environment,
enhanced by the integrated operators chair.
158 159
integrated bridge systems Dynamic positioning systems
Rolls-Royce systems include work-stations for navigation, Icon DP is a range of dynamic positioning (DP) systems from Rolls-Royce.
manoeuvring, dynamic positioning, anchor-handling and deck The systems comply with the IMO requirements to DP Class 1, 2 and 3.
operations, and machinery controls. They are built up from modules All positioning systems use the Rolls-Royce common control platform
and standardised components using the Rolls-Royce common controls architecture and are of modular design. Icon DP systems comprise
platform (all systems work together via the Rolls-Royce integrated network one or several operator stations, control cabinet, network and power
where information and control signals are exchanged safely, and the supplies. The cabinet contains computers and input/ output (I/O)
integrity of each system is secured. ), and are tailored to the ship giving the modules for interfacing to sensors, position reference systems, thrusters,
user access to the underlying ship systems. The intuitive design combined rudders, power system and other DP related equipment.
with common look and feel menus increase both operator performance
and overall operational safety. Simplicity and proximity are unique design principles incorporated in
the Icon system design. The goal is to simplify DP operations and to
Key features: bring the system physically closer to the operator, thus increasing both
Multifunctional displays allow the operator to choose which information is operator performance and overall operational safety.
to be collected and presented together
Important and critical information displayed at all times for simple and Triple redundant solutions are standard for Icon DP2 and DP3 systems.
safe operation The two-out-of-three voting principle ensures enhanced safety and
Control levers ergonomically placed to allow operator to work sitting or reliability compared to basic Class rules.
standing, with all information clearly displayed on touch screens
The Operators Chair incorporates the best in ergonomic design controls Turnkey retrofit solutions
and interactive screens may be located in chair armrests, chairs can Complete DP solutions are supplied, and this can include the upgrading
be supplied as part of a bridge system or as an individual product. of the propulsion system and thruster package of existing vessels to
provide the necessary additional thrust.

anD COnTrOL
auTOMaTiOn
Joystick system
Poscon is an independent joystick control system for manual
vessel positioning and low speed manoeuvring. A Poscon operator
Integrated bridge systems station consists of a joystick control device and a touch screen. The
Poscon controller calculates the required thrust to be set out by the
propellers, rudders and thrusters to move the vessel according to
the command given from the joystick system.

160 161
naval automation
automation systems
This intelligent system monitors, controls and regulates routine processes
acon automatically, leaving operators free to concentrate on important tasks.
The Rolls-Royce ship automation system (Acon) is designed to It incorporates propulsion control levers and keypads and monitors the
control and monitor ship operational systems and equipment, and whole propulsion plant, the on-board power supply and the entire ship.
comprises a wide range of control, monitoring and alarm products.
Acon is integration/interface-ready for any vessel type and ship It is a key contributor to efficient operation and safety of the vessel.
system or equipment via standard data communication protocols. The measured data acquired from the various ship areas can be retrieved
Multifunctional displays allow the operator to choose between system at the control console and viewed on screens to provide a fast and current
to be controlled and the information to be presented. overview of ship operation.

All products are based on the Rolls-Royce common control platform and Modularity and versatility allow the system to be adapted to meet many
communicate via the Rolls-Royce ship integration network. Acon can be varied requirements and tailored to meet specific naval applications.
delivered as standalone products or as an integrated solution (IAS). Capability can be expanded with additional system modules.

integrated automation Suitable for FP or CP propeller installations and waterjet systems.


Acon products are normally delivered as integrated automation
systems with multifunctional operator stations - Acon IAS. Third party It can be also used for combined propulsion plants:
equipment or systems like HVAC, fire and gas etc. are easily interfaced
to Acon IAS for control and monitoring. The Acon IAS user interface is Machinery control Maintenance package
tailored to the ship with access to the underlying ship systems through Monitoring & control of: Online documentation
an ergonomic standardised interface specially designed for easy and Propulsion plant Trending
safe operation. Electrical power generation 3D instructional videos
and distribution Maintenance check lists
Built in functions Auxiliary systems (bilge,
Alarm and monitoring Power management tanks, ventilation) Training system
Machinery control LNG control and monitoring Ship area extension with: Onboard training
Cargo control Ship operational mode control Fire detection Land based training
Tank sounding Duty alarm Simulation
Machinery telegraph
CCTV

Damage control
Incident management
(flooding, fire)
CCTV

anD COnTrOL
auTOMaTiOn
Interactive state boards, Kill cards,
crew location etc.

Integrated Automation Systems

162 163
CanMan touch
propulsion control CanMan touch is the latest of the proven CanMan series of propulsion
control systems. It is suitable for a wide range of vessels to control and
Control solutions are supplied for the wide range of Rolls-Royce propulsion monitor engines, FP and CP propellers and systems with multiple bow
equipment diesel and gas engines, controllable pitch propellers, and stern tunnel thrusters. Users have access to all system functions
waterjets, rudders, tunnel and azimuth thrusters of various types, as well as via the configurable touch screens. Information is presented in digital,
multi-product systems. Complex machinery installations like diesel-electric, graphic and mimic formats to provide an intuitive operator interface
gas-electric and hybrid propulsion are catered for. which is easy to use with operation based on the Rolls-Royce common
controls platform.
Where possible, system components are installed on equipment and
calibrated at the factory to simplify shipyard installation. Maximum use Designed for high reliability, CanMan touch uses two parallel CAN
is made of touch screens and joy sticks to enhance the human machine buses to transmit data and provide a high level of redundancy. This
interface and improve operator performance. reduces the amount of wiring required and simplifies installation as well
as troubleshooting. Gateways and fire walls are an integral part of the
Helicon X3 system and prevent the failure of an individual CAN bus.
Helicon X3 is the latest model in the long and successful series of
Helicon propeller and thruster (P&T) control systems and delivers System modularity means it can be installed in stages individual
automated and seamless switching between normal and back-up controllers (ie. propeller) can be installed and tested before the bridge
control. The control lever units have a compact ergonomic design electronics are operational. It also simplifies upgrading.
with integrated pushbuttons for all key functions including command
transfer, alarms acknowledge and back-up control on/off. Control lever The control leavers for thrust control are supplied as separate units for
units require very little space making control station integration both each control station.
easy and flexible. One Helicon-X3 display located at each operator
station is a touch screen operator panel common for all propulsion Features:
units. Helicon X3 uses the same range of components for all propeller Intuitive graphical user interface
and thruster types resulting in a unified control desk design and cable Single control point for multiple propulsors
installation is reduced through use of serial line communications. Built in redundancy dual CAN bus architecture with twin screens
Modular for ease of installation and testing

anD COnTrOL
auTOMaTiOn
typical main bridge control station

Helicon X3 display

164 165
aquapilot control system for azimuth thrusters Compact control system for smaller waterjets
The Aquapilot ND control system is an independent follow-up control Designed for the FF-series, A3-series and smaller S3-series waterjets,
system with non-follow-up back-up control system for a single the system is suitable for single through twin, twin plus boost
azimuth thruster - each thruster has an independent control system. to quad waterjet installations. Control devices are calibrated and
The system provides an accurate, smooth and reliable thrust direction key hydraulic components installed on the jets at the factory to
and can be interfaced with the ships automation system, DP, Voyager, simplify yard installation. The system interfaces with engines, gears,
prime mover, autopilot and joysticks. autopilot, voyage data recorder and DP, with an option for a bow
thruster. Another option is automatic interceptor control that links
Well known for it ergonomic and user-friendly features, Aquapilot ND interceptor movements to steering commands.
has been designed for the operator and the lever can be customised
to meet individual preferences. The operator can select from different Users can select from a joystick, twin levers or steerable lever control
operational modes suitable for various operations and the panels have devices mounted in the console or on the arms of the chair. A colour
LED indication on symbols. touch screen presents system status and performance data. As each
propulsion line is independent, there is ample redundancy and a
number of interlocks for enhanced safety.

controls can be incorporated into a variety of


operator chairs . A 7inch touch screen displays
performance data and is used for calibration
and trouble shooting. Joystick or levers can be
Aquapilot Nd system mounted on the chair.

Systems for steering, alarm and rudder angle indication Control system for larger waterjets
The systems are designed to meet the latest SOLAS and IMO A base control system consists of bridge equipment, a control unit
requirements and are type approved by DNV, BV, GL, LRS, RINA and feedback devices. It controls the steering nozzle, reversing
and ABS. They are supplied for both solenoid operated valves and bucket, impeller driving engines RPM and clutch engagement of
frequency controlled pumps/motors with the use of a frequency the waterjet unit.
converter.

anD COnTrOL
auTOMaTiOn
The control unit can include touch screen, steering wheel, lever
The system consists of a main control panel with pump start/stop, units with handles for thrust and steering, indication panel, and
emergency steering, NFU/FU-steering mode selections, and low/high back-up panel. Individual thrust control levers can be specified for
rudder angle selections. It is designed to interface with the autopilot, each waterjet, or multiple units can be controlled from a single lever
dynamic positioning system, joysticks and voyage data recorder (VDR) with simultaneous control of both reversing bucket position and
engine RPM.
Non-follow-up (NFU) steering and follow-up steering (FU) are
available, as are systems for single or twin rudder vessels.

166 167
pOWer SySTeMS
eLeCTriCaL
Electrical power systems
The Rolls-Royce electrical capability incorporates a wide
portfolio of skills, products and competencies that range from
electric propulsion systems design and supply to turnkey
contracts for the supply of onboard electrical power distribution
and control packages. Systems development activities are
supported by state-of-the-art simulation and modelling
capabilities. As system integrators we manage the complete
process from concept design to through life support ensuring
the delivery of flexible and efficient solutions that meet all major
classification society requirements.

We act as a prime contractor for the onboard power


generation, electric-propulsion, LV electrical power distribution
and automation/control packages. As we integrate the system
with the power and propulsion products, they are designed
to work together as an efficient system providing the best
in performance.
168 169
electrical power systems electric/hybrid propulsion
Rolls-Royce provides a range of services spanning the full life-cycle of A comprehensive propulsion system design and integration service is
marine systems and equipment, from concept to disposal. Electrical provided where Rolls-Royce takes responsibility for the performance

pOWer SySTeMS
eLeCTriCaL
power systems and electrical/mechanical hybrid propulsion concepts of the overall propulsion system and each of its sub-systems, typically
have been developed and installed on a wide range of vessels. gensets, switchboards, drives and motors. (See page 52 for the main
system options)
Rolls-Royce has a pedigree in the design and supply of electrical systems
and is capable of taking the lead in the design and supply of vessel aFe Frequency drives
power systems in excess of 100MVA, tailored to specific requirements Rolls-Royce water cooled frequency
and supported by a range of high and low voltage products. Electrical convertors or drives are specially designed
networks are designed and supplied through the use of industry standard for marine installations, where there are
simulation tools and hardware . An integrated analysis environment special demands on ambient conditions
has been developed that allows power system analysis on a range of and high power density. active front end
equipment including the mix of mechanical and electrical systems, hybrid (AFE) technology is used to avoid harmonic
configurations and their controls. distortion and to transfer power in both AFE drive unit
directions. Modular construction maximises availability and minimises
power management systems (pMS) maintenance times, while ensuring a common spares holding. Drives can
A full power management capability is tailored for individual vessel power be used for induction synchronous and permanent magnet AC motors.
systems . The intuative PMS will handle the control of the entire electrical Power range:
power system, the main generators, harbour generator , all thrusters and 380 - 500V AC 400 - 2500kW
the shore connector. 525 - 690V AC 700 - 5700kW

Key features: Other advanced control and safety systems can be integrated into the
Automatic load dependent start/stop propulsion system and comprise:
Automatic stand-by start after black-out Black-out prevention Capacitor Monitoring
Sequential starting selection Ensures necessary power is Capacitor bank with integrated
Automatic syncronisation/load sharing always available monitoring for AFE drives
Load shedding Constantly monitors all key Gives a continuous capacitance
Load and frequency control the intuitive components which can cause an status, can detect a single
Propulsion mode control PMS touch screen electrical blackout capacitor failure
Low current starter Designed for LCL (low pass filter)
power distribution and conversion Reduces generator capacity and LC (sine filter) in AFE drives,
A comprehensive range of medium and low voltage marine required for motor starting and can be used on past and
switchboards, distribution and motor starter boards are designed and Performance exceeds that of present systems
supplied to meet both naval and commercial standards. Star-Delta and Auto-transformer Voltage Quality Monitoring
starters Monitors grid quality in electrical
Rugged modular units have shock ratings from 15-22g, and bespoke Digital excitation power plants with AFE drives
naval designs up to 70g. Automatic voltage regulation for Analyses several specific harmonic
Main/auxiliary switchboards synchronous electrical machines ranges affected if a failure in
Distribution/ Direct voltage sensing with LCL filter occurs, total harmonic
emergency switchboards dedicated protection, bus- distortion and live ground to
Intelligent switchboards communication monitoring and earth voltage
Motor control centres (MCC) over-boost device Can be delivered as a stand-alone
LV Drives Ensures stable network voltage in unit or integrated with black-out
LV switchboard, operating voltage 380-690V
all load conditions preventionsystems
170 171
ShipLiFTS
Syncrolift shiplifts
Syncrolift shiplifts are designed to increase shipyard
efficiency by reducing drydocking times by up to 50 per cent.
Today, Syncrolifts have been installed in over 70 countries
- more than 240 installations worldwide - used in over two
million drydockings for vessels large and small. The modern
synchronized AC drive systems and PLC controls have been
refined and updated to ensure todays systems are the most
advanced, providing a fast, safe, profitable and versatile
method of drydocking for ships up to 100,000dwt.
172 173
Key features:
Syncrolift a versatile solution articulated platform mechanically supports the ship in a similar way
to buoyancy when afloat. Minimises peak loads on the hull structure.
A Syncrolift is simply an elevator for lifting ships of up to 100,000dwt The modular design simplifies future expansion to obtain increased
dwt from the water to a level where they can be quickly and safely lifting capacity and/or increased docking length.
transferred onshore for maintenance. They are also used to launch
large concrete caissons weighing up to 25,000t and 52m wide. Synchronised hoists driven by AC synchronous motors. Every hoist
Each installation is a bespoke design to independent standards set by in a system operates at the specified speed regardless of the individual
regulating authorities such as Lloyds Register. loads on each hoist. They behave as if they are mechanically coupled.

Specialised wire ropes designed for high strength and long life in a
marine environment.

aTLaS Dockmaster control system a user-friendly system that

ShipLiFTS
assists the dockmaster with intuitive, fail-safe operation. Automatically
calculates and displays the ship's longitudinal centre of gravity and
transverse centre of gravity, plus any fault indication.

Transfer systems - unlock the benefits of increased multi-berth


capacity. Additional berths can be added at a fraction of the capital cost,
compared to graving or floating docks. Various types of transfer system
can be used depending on individual requirements, as illustrated.

EVEL ENDNSTRAN
ELLLEVEL
DUALDUAL STANDARD SINGLE LEVEL END TRANSFER

Shore
Shore B t s Shore Berths

Syncrolifts are designed


to drydock a wide variety
of ships as well as launch Side
Transfe T
S ng e Level
large concrete caissons for
Ca riag C de T Si ef Trans
Side Side Transfer Area

offshore construction.

SyncroSyn
fn Syncro
S ncro ift
PlatforPl
Pla Platform

DIRECD RECT SIDE TRAN


DE TRANSFE COMB NATION DIRECT SIDE AND END TRANSFER

Shore Berths

Shore
Shore B t s Shore
Shore B t s Shore Berths Shore Berths

SyncrolSyn
f Syncrolift
Pa
P atform Platform

Electrically powered mechanical hoists Atlas dockmaster control system

174 175
gLOBaL SerViCe
anD SuppOrT
Services
Rolls-Royce is committed to supporting our customers to ensure
vessels operate safely at design efficiency and unscheduled
downtime is minimised. Our commitment to ensuring vessels
continually operate at their peak has led to the steady evolution
of Rolls-Royce support options. Conventional services range from
the provision of spare parts, equipment repair, and exchange
programmes, to upgrades improving vessel performance and
efficiency while reducing emissions. Innovative new services, such as
underwater intervention and condition monitoring have also been
introduced. At the centre of our support philosophy is recognition
that all customers have different and often unique requirements
based on their fleet operations. Whatever the mix of requirements,
Rolls-Royce is committed to meeting them.

24/7 support
Our marine technical support is only one call away.
Rotterdam : +31 20 700 6474
Houston : +1 312 725 5727
Singapore : +65 6818 5665
Contacting any of these numbers will put you through to our global
support team or email : marine247support@rolls-royce.com
176 177
global footprint
Wherever your vessel is located, Rolls-Royce is not far away.

A
14 H I
12 13 16
10 15
21
21 11 18 20
8 G M
B 7 19 L
F 17 K
J 29 N
28
C 34 5
6
23 26 27
D
24

T 25

gLOBaL SerViCe
anD SuppOrT
9 22

Key: Indicates Services workshops


Services locations E 30
Training centres
31

Other Services Facilities


Service Workshops Regional parts & Services personnel locations
North & South America Europe Middle East, Africa, Asia A. Dutch Harbor, AK** F. Bilbao K. Istanbul
B. Cleveland, OH** G. Paris L. Dalian
1. Vancouver 10. Dunfermline 22. Walvis Bay C. Houston, TX H. Helsinki M. Vladivostok
2. Seattle, WA 11. Portsmouth 23. Dubai D. Veracruz & Cuida Del Carmen I. St. Petersburg N. Kobe
3. Galveston, TX 12. Brattvaag 24. Mumbai E. Santiago J. Piraeus O. Christchurch
4. St. Rose, LA 13. Bergen 25. Singapore
5. Pascagoula, MS 14. Ulsteinvik 26. Guangzhou
6. Fort Lauderdale, FL 15. Aalborg 27. Hong Kong Training Centres
7. Walpole, MA (Naval) 16. Kristinehamn 28. Shanghai
8. St Johns 17. Tarragona 29. Busan lesund Singapore Indianapolis, IN (open in 2013)
9. Rio de Janeiro 18. Rotterdam 30. Perth
19. Genoa 31. Melbourne
20. Hamburg * Product centres are not shown on map. Refer to in directory.
21. Gdynia ** Seasonal containerised workshops

Product Centres*
Austevoll - (Power electric systems) Stavanger - (Subsea) Molde - (Seismic)
Bergen - (Engines) Hjrungavg - (Seismic & Subsea) Rauma - (Azimuth thrusters)
Bergen - (Power electric systems) Kokkola - (Waterjets) Hagavik - (Steering gear)
Brattvaag - (Deck machinery) Kristinehamn - (Propellers)
Dunfermline - (Stabilisers) Longva - (Automation & control)

178 179
Focused on training
Experienced and informed people are a key asset

Regular training ensures you lesund, Norway, has a full-scale


get the most out of a vessels 360 bridge simulator.
equipment and systems, and that Dynamic Positioning
they are operated and maintained simulator practise
efficiently and safely. The latest manoeuvring around an oil
simulators and products are platform in all types of sea

gLOBaL SerViCe
anD SuppOrT
available at our training centres in states. Replicated realistic
Norway and Singapore, for crew situations using a complete
training prior to any new vessel operator station arranged as
deployment. A new training centre an aft bridge
in the US will be operational in Simulator domes allows
2013. users to train on a number
of operations as they can
We offer courses that are: be configured for systems
Classroom-based or stand-alone operations
Onboard your vessel like subsea, bridge, crane or
On-line winch operations
Winch simulator
Simulator training enhanced with the latest
Extensive use is made of winch remote control and
simulators to ensure crews operate monitoring system to help
safely and efficiently. The centre at crews learn how to handle
complex winch operations.

181
Contact information

24/7 Marine
technical support
Getting through to the right people

With 24/7 technical support, you no longer have to search for the right
point of contact. The team has direct access to our product centres
should additional support be required. Our 24/7 technical support
team handles your call from the time it is received to the time the issue
is resolved. For the more complex issues, a product specialist will be
assigned. Our priority is to get the right expertise quickly matched to the
issue to provide the answers you need.

Contacting any of these numbers will put you through to our global
support team

rotterdam: + 31 20 700 6474

houston: + 1 312 725 5727

Singapore: + 65 6818 5665

email: marine247support@rolls-royce.com

182
Contact information
australia, Melbourne Chile, Santiago
telephone + 61 396 444 700
telephone + 56 2 586 4700
Email spares.australia@rolls-royce.com
Email admin.chile@rolls-royce.com
Address Unit 4, 344 Lorimer Street,
Address Alcntara 200, 13th Floor, office 1303,
Port Melbourne, VIc 3207, Australia 755, 0159 Las Condes, Santiago, Chile
24-hr Emergency No. + 61 396 444 700
China, Dalian
australia, perth
telephone + 86 411 8230 5198
telephone + 61 8 9336 7910
Address 1204/1206 Swissotel, 21 Wu Hui Road,
Email spares.australia@rolls-royce.com 116001 dalian, china

Address Unit 2, 8 Wallace Way, 24-Hr Emergency No. + 86 135 0173 0172
Fremantle WA 6160, Perth, Australia

24-Hr Emergency No. + 61 8 9336 7910 China, guangzhou

gLOBaL SerViCe
anD SuppOrT
Brazil, rio de Janeiro telephone + 86 20 8491 1696

telephone + 55 21 2707 5900 Email service.shanghai@rolls-royce.com

Email brazil.support@rolls-royce.com Address No.107-4, Shiyu road, tianyi Village,


Address IIha do caju, 131, cEP 24. 040-005 dongchong town, Nansha district,
- Ponta da Areia, Niteri, Brazil Guangzhou 511475, China

24-Hr Emergency No. + 55 21 7101 1222 24-Hr Emergency No. + 86 135 0173 0172

Canada, St. Johns


China, hong Kong
telephone + 1 709 748 7650
telephone + 852 2526 6937
Email marine.stjohns@rolls-royce.com
Email service.hongkong@rolls-royce.com
Address 142 Glencoe drive, Mount Pearl,
Newfoundland NL A1N 4P7, Canada Address 1-7 Sai Tso Wan Road, Tsing Yi Island,
N.t., Hong Kong
24-hr Emergency No. + 1 709 687 1673
24-Hr Emergency No. + 86 135 0173 0172
Canada, Vancouver

telephone + 1 604 942 1100

Email service.vancouver@rolls-royce.com
Service workshops Product Centres Other Service Facilities
Address 96 North Bend Street,
coquitlam Bc, V3K 6H1, canada Training Centres

24-hr Emergency No. + 1604365 7157

184 185
China, Shanghai germany, hamburg

telephone + 86 21 5818 8899 telephone + 49 40 780 9190

Email service.shanghai@rolls-royce.com Email service.hamburg@rolls-royce.com

Address No. 1 Xuan Zhong road - Nan Hui Industrial Address Fhrstieg 9, d-21107 Hamburg, Germany
Zone, Shanghai 201300, china
24-Hr Emergency No. + 49 40 7809 1918
24-Hr Emergency No. + 86 135 0173 0172
greece, athens
Denmark, aalborg
telephone + 30 210 4599 688/9
telephone + 45 9930 3600
Email aftermarket.hellas@rolls-royce.com
Email service.denmark@rolls-royce.com
Address 25 Poseidonos Ave, Moschato 18344
Address Vrftsvej 23, 9000 Aalborg, denmark
24-Hr Emergency No. + 39 348 4765 929
24-Hr Emergency No. + 45 9930 3600

india, Mumbai
Finland, helsinki

gLOBaL SerViCe
anD SuppOrT
telephone + 91 22 6726 38 38
telephone + 358 9 4730 3301
Email marine.india@rolls-royce.com
Address Itmerenkatu 5, FI-00180 Helsinki, Finland
Address d/505 ttc Industrial Area, MIdc, turbhe,
Navi Mumbai, 400703, India
Finland, Kokkola - Waterjets
24-Hr Emergency No. + 91 773 877 5775
telephone + 358 6 832 4500
italy, genoa
Email service.kokkola@rolls-royce.com

Address P.o. Box 579, FI-67701 Kokkola, Finland telephone + 39 010 749 391

24-Hr Emergency No. +31 20 700 6474 Email genoa.marine@rolls-royce.com

Finland, rauma - azimuth Thrusters Address Via castel Morrone, 13, 16161 Genoa, Italy

24-Hr Emergency No. + 39 348 4765929


telephone +358 2 837 94791

Email techsup.finland@rolls-royce.com Japan, Kobe


Address Hakunintie 23, 26100 rauma, Finland
telephone + 81 78 652 8126
24-Hr Emergency No. + 358 2 8379 4722
Email service.japan@rolls-royce.com

France, paris Address Yamasaki Building 1st & 2nd Floor,


1-15-11 Kinpei-cho, Hyogo-ku,
telephone + 33 1 468 62811 Kobe-shi, Hyogo 652-0873, Japan

Email service.paris@rolls-royce.com

Address 4 place des Etats-unis, Silic 261,


F-94578 rungis cedex, France

186 187
Korea, Busan norway, austevoll - power electric Systems

telephone + 82 51 831 4100 telephone + 47 56 18 19 00

Email service.korea@rolls-royce.com Email austevoll.service@rolls-royce.com

Address 197, Noksansaneopbuk-ro, Gangseo-gu, Address N-5394 Kolbeinsvik, Norway


Busan, 618-818, Korea
24-Hr Emergency No. + 47 9465 8929
24-Hr Emergency No. + 65 6818 5665
norway, Bergen - engines
Mexico, Veracruz & Cuida Del Carmen
telephone + 47 81 52 00 70
telephone + 52 229 272 2240
Email wwep.engines@rolls-royce.com
Email service.mexico@rolls-royce.com
Address P.o. Box 924 Sentrum, N-5808 Bergen, Norway
Address Edif. Torre del Pilar, Blvd Ruiz Cortinez, #3642,
24-Hr Emergency No. + 47 55 53 64 00
Boca del Rio, Veracruz 94299, Mexico

24-Hr Emergency No. + 52 229 272 2246 norway, Bergen - power electric Systems

gLOBaL SerViCe
anD SuppOrT
namibia, Walvis Bay telephone + 47 55 50 62 00

Email pes_service@rolls-royce.com
telephone + 264 642 275 440
Address Postboks 80, Godvik, N-5882 Bergen, Norway
Email service.namibia@rolls-royce.com
24-Hr Emergency No. + 47 97 65 89 29
Address P.o. Box 4414, old Power Station,
2nd Street East, Walvis Bay, Namibia
norway, Brattvaag - Deck Machinery
24-Hr Emergency No. + 264 811 274 411
telephone + 47 81 52 00 70
netherlands, rotterdam Email service.dmss@rolls-royce.com

telephone + 31 10 40 90 920 Address Aarsundveien 24, N-6270 Brattvaag, Norway

Email Benelux.service@rolls-royce.com 24-Hr Emergency No. + 47 9118 5818

Address Werfdijk 2 (Port 2828), 3195 HV Pernis,


the Netherlands norway, hagavik - Steering gear

24-Hr Emergency No. +31 6 51 53 15 28 telephone + 47815 20 070

Email hagavik@rolls-royce.com
new Zealand, Christchurch
Address ulvenveien 345, N-5220 Hagavik, Norway
telephone + 64 3 962 1230
24-Hr Emergency No. + 47 918 47067
Address 175 Waltham Road,
Waltham, Christchurch, New Zealand

188 189
norway, hjrungavg - Seismic & Subsea poland, gdynia

telephone + 47 70 01 33 00 telephone + 48 58 782 06 55

Email osc@rolls-royce.com Email service.poland@rolls-royce.com

Address P.o. Box 193, 6069 Hareid, Norway Address 8 Kontenerowa Str, 81-155 Gdynia, Poland

24-Hr Emergency No. + 47 91 62 23 36 24-Hr Emergency No. + 48 58 782 06 55

norway, Longva - automation and Control russia, St. petersburg


telephone + 47 7020 8214 telephone +7 812 313 75 51
Email workshop.automation@rolls-royce.com Email service.st-petersburg@rolls-royce.com
Address Automation Longva, N-6293 Address ffice 41H, 32, Nevsky pr., 191011
Longva, Norway Saint-Petersburg, russia

24-Hr Emergency No. + 47 97 72 83 60 24-Hr Emergency No. +7 961 803 31 81

russia, Vladivostok

gLOBaL SerViCe
norway, Molde - Seismic

anD SuppOrT
telephone + 47 70 31 15 00 telephone + 7 4232 495 484

Email P.o. Box 2009, 6402 Molde, Norway Address 5F, 3b, Streinikova str.,
Vladivostok 690065, russia
24-Hr Emergency No. + 47 91 62 23 36
Singapore
norway, Stavanger - Subsea
telephone + 65 6862 1901
telephone + 47 51 57 28 00
Email service.singapore@rolls-royce.com
Email marineservice.stavanger@rolls-royce.com
Address No. 6 tuas drive 1, Singapore 638673
Address P.o. Box 296, 4066 Stavanger, Norway
24-Hr Emergency No. + 65 6818 5665
24-Hr Emergency No. + 47 995 06 777
Spain, Bilbao
norway, ulsteinvik
telephone + 34 944 805 216
telephone + 47 81 52 00 70
Email service.spain@rolls-royce.com
Email service.propulsion.ulstein@rolls-royce.com spares-spain@rolls-royce.com
Address
Address P.o. Box 1522, N-6025 lesund, Norway Estartexe, 8 oficina E, 48940
24-Hr Emergency No. + 47 90 01 09 97 Leioa - Vizcaya, Spain

190 191
Spain, Tarragona uK, Dunfermline - Stabilisers
telephone + 34 977 296 444 telephone + 44 1383 82 31 88

Email service.tarragona@rolls-royce.com
Email aftermarket.dunfermline@rolls-royce.com
Address c/dinamarca s/n (Pol. Ind. constanti),
43120 constanti. tarragona Spain Address taxiway, Hillend Industrial Park,
dunfermline, Fife, KY11 9Jt, uK
24-Hr Emergency No. + 34 977 296 446
24-Hr Emergency No. + 44 7831 1671 38
Sweden, Kristinehamn - propellers
uK, portsmouth
telephone + 46 550 840 00

Email techsup.sweden@rolls-royce.com telephone + 44 2392 310 000

Address P.o. Box 1010, S-68129 Kristinehamn, Email marineinfo@rolls-royce.com


Btbyggarevgen 1, Sweden Address Northarbour road, cosham,
Portsmouth, PO6 3TL, UK
24-Hr Emergency No. +46 550 84100

gLOBaL SerViCe
uSa, Cleveland, Oh

anD SuppOrT
Turkey, istanbul
containerised workshops are open during the operating period. Please contact
telephone + 90 216 446 9999 Fort Lauderdale office. Tel. + 1 954 436 7100
Email service.turkey@rolls-royce.com
uSa, Dutch harbor, aK
Address Nazan Sok. No:2 Lagoon Plaza D:3, 34940
Tuzla, Istanbul, Turkey containerised workshops are open during the fishing months. Please contact
Seattle office. tel. + 1 206 782 9190
24-Hr Emergency No. + 90 549 42 42 422

u.a.e, Dubai uSa, Fort Lauderdale, FL

telephone + 1 954 436 7100


telephone + 971 4 883 3881
Email service.florida@rolls-royce.com
Email service.dubai@rolls-royce.com
Address 10125 USA Today Way, Miramar,
Address P.o. Box no - 261103, oil Field Supply centre, Fort Lauderdale, FL 33025, USA
Shed no - 47 Jebel Ali free Zone. dubai, u.A.E.
24-Hr Emergency No. + 1 954 436 7100
24-Hr Emergency No. + 971 5 0645 9170

192 193
uSa, galveston, TX uSa, Seattle, Wa

telephone + 1 409 765 4800 telephone + 1 206 782 9190

Email service.galveston@rolls-royce.com Email service.seattle@rolls-royce.com


Address Pelican Island 1, 2929 todd road, Address 1731 13th Ave. SW, Seattle, WA 98134,
Galveston, tX 77554, uSA uSA

24-Hr Emergency No. +1 832 298 7804 24-Hr Emergency No. + 1 206 499 8245

uSa, Houston, TX uSa, Walpole, Ma

telephone + 1 281 902 3300 telephone + 1 508 668 9610

Email spares.americas@rolls-royce.com Email ServicesNA@rolls-royce.com

Address 1880 South dairy Ashford, Ashford crossing II,


Address 110 Norfolk Street, Walpole, MA 02081, USA
Suite 301, Houston, tX 77077, uSA
norway, lesund
uSa, pascagoula, MS

gLOBaL SerViCe
telephone

anD SuppOrT
+ 47 70 23 51 00
telephone + 1 228 762 0728 Email training.marine@rolls-royce.com
Email marineinfo@rolls-royce.com Address Borgundveien 340, No-6009
Address 3719 Industrial road, Po Box 1528, lesund, Norway
Pascagoula, MS 39567, uSA
Singapore
24-Hr Emergency No. + 1 228 381 0399
telephone +65 6501 7600
uSa, St. rose, La Email training.marine@rolls-royce.com

telephone + 1 504 464 4561 Address 6 Seletar Aerospace rise,


Singapore 797575
Email service.nola@rolls-royce.com

Address 200 James Drive West, St Rose, LA 70087, USA

24-Hr Emergency No. + 1 504 464 4561

194 195
head Offices
Marine
65 Buckingham Gate,
London SW1E 6AT England
Tel: +44 207 222 9020
Fax: +44 207 227 9186

Offshore
Sjgata 80
N-6065 Ulsteinvik, Norway
Tel: +47 81 52 00 70
Fax: +47 70 01 40 05

Merchant
3 Temasek Avenue,
#19-01, Centennial Tower
Singapore 039190
Tel: +65 6501 7600
Fax: +65 6501 7700

naval
P.O. Box 3
Filton, Bristol
BS34 7QE, UK Marine products
Tel: +44 117 974 8500
Fax: +44 117 974 8666 and systems
110 Norfolk Street,
Walpole, MA 02081, USA For more information, please visit
Tel: +1 508 668 9610 www.rolls-royce.com/marine
Fax: +1 508 668 5638 email: marineinfo@rolls-royce.com

rolls-royce policy is one of continual product improvement.


therefore information and specifications can change without notice.
For the latest information please go to our website.

rolls-royce plc 2013


the information in this document is the property of rolls-royce plc and may not be
copied,communicated to a third party, or usedfor any purpose other thanthatfor
which it is supplied, without the express writtenconsent of Rolls-Royce plc. Whilethis
information is given in good faith, based upon the latest information available to
rolls-royce plc, no warranty or representation is given concerning such information,
which must not be taken as establishing any contractual or other commitment binding
upon rolls-royce plc or any of its subsidiaryor associated companies.
ref: MPc 02/0713