Marine Products and Systems Catalogue PDF

MARINE
PRODUCTS AND SYSTEMS

Our technologies, products and systems are continually improving.
For the latest information please go to www.rolls-royce.com/marine.
If you require further information please email:
marineinfo@rolls-royce.com.
All information is subject to change without notice.

Contents
Introduction 03
Ship design 04
Integrated ship systems 16
Propulsion systems 18
Diesel and gas engines 38
Gas turbines 62
Propulsors 68
Azimuth thrusters 69
Propellers 78
Waterjets 84
Tunnel thrusters 92
Promas 98
Podded propulsors 104
Reduction gears 115

112
Stabilisation and manoeuvring 116

Stabilisers 117
Steering gear 124
Rudders 134
Deck machinery 140
Automation and control 166
Electrical power systems 176
Global service and support 180
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.
Commercial marine
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 700 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.
Equipment and systems are also supplied for vessels in the merchant
market, ranging from luxury yachts and cruise ships to ferries and
tugs. Rolls-Royce leads 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
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
and all major systems fully integrated for the best performance,
enabling vessels to be built anywhere in the world.
05
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 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 776 WP
Length : 92.80 m
Medium- to large sized
Breadth : 20.00 m platform supply vessels
Draft : 6.20 m Deck area 650 to 1.100 sq. m.
Deadweight : 5.300 DwT Dwt range between 3.000 and 5.500 DwT
Deck area : 1.050
Speed : 17.00 knots
Flexible power systems, diesel-electric,
Main engines : 4 x 1.843 kW diesel-mechanic or gas-electric
Azipull, azimuth- or conventional
CPP thrusters available
Anchor-handling/tug/supply vessels (AHTS)

The design for AHTS vessls range from small and compact vessels to large
and complex vessels with world record in bollard pull. They are fitted with
advanced winch systems from Rolls-Royce and can be powered with
advanced hybrid propulsion solutions for a fuel efficient operational profile.
UT 790 WP
Length : 90.60 m
Bollard pull range from 85 T to 425 + Tons
Breadth : 23.00 m Conventional propulsion lines or hybrid
Draft : 7.10 m solutions with diesel-mechanic and
Deadweight : 3.400 DwT diesel-electric alternative
Speed : 17.50 knots
Main engines : 4 x 2.765 kW
Sophisticated winch configurations
Bollard pull : 270 t with capacities of 150 to 600+Tons
A- frame or offshore crane
Moonpool and ROV capabilities
SPS notation
06
SHIP DESIGN
UT 776 WP
UT 790 WP
07
Multipurpose service vessels (MPSV)
The UT range of MPSVs are based on a stable platform for challenging
offshore operations and provides excellent dynamic positioning capabilities.
UT 788 CD
Length : 93.40 m Subsea construction and anchor-handling
Breadth : 22.00 m Hybrid propulsion solutions
Draft : 6.50 m A-frame and / or subsea cranes with heave
Deadweight : 4.700 DwT
compensation
Speed : 17.00 knots
Main engines : 2 x 7.500 kW Multiple ROV systems
Main engines : 3 x 1.600 kW Moonpool
Bollard pull : over 300 t SPS notation
Helideck
Dynamic positioning, DP 2 or DP 3
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.
UT 768 WP
Length : 135.00 m S ubsea service platform for deep to
Breadth : 30.00 m ultra deep waters
Draft : 8.00 m D iesel-electric machinery with azimuth
propulsion
Speed : 14.50 knots
Main engines : 6 x 4.320 kW 2 moonpools
IMR duties, subsea construction/
installation work, ROV operations
M odule handling
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
Length : 83.00 m C oastguard vessel
Breadth : 15.50 m S uitable for a variety of tasks such as
Draft (max) : 6.00 m patrolling, fisheries protection,
Speed : 18.50 knots
emergency standby, pollution control,
Bollard pull : over 100 t salvage and towing
08
SHIP DESIGN
UT 788 CD
UT 768 WP
UT 512
09
Merchant vessels
Rolls-Royce offers a wide range of designs for merchant vessels including
tankers, cargo carriers, high-speed and RoPax vessels.
General cargo vessels

Cargo carriers are designed with tailored hull lines and propulsion system
solutions, cargo vessels with cargo handling systems, for excellent sea-
keeping characteristics, lowest possible fuel consumption and safe loading
and unloading of cargo.
NVC 405
Length : 119,95 m
4 cargo decks, 1 stern ramp, fixed interior
Breadth : 20,80 m ramps, side door with 2 cargo lifts and
Draft (max) : 6.00 m deck crane
Deadweight : 5000 DwT Deck area: 5000 m2
Speed : approx 14 kn
Main engine : 3940 kW
Gas fuelled
Cargo capacity : 4200m3
Endurance : 3400 NM
NVC 466
Length : 140.00 m
3 cargo holds and folding hatch covers
Breadth : 19.00 m Cargo hold volume 1150 m3
Draft (max) : 6.60 m Gas fuelled
Deadweight : 6300 DwT
Speed : approx 15 kn.
Main engines : 5700 kW
Cargo capacity : 780 TEU cont.
Endurance : 5300 NM
10
Passenger vessels and mega yachts
The NVC range of designs for passenger vessels includes cruise ferries,
Ro-Pax vessels, special purpose vessels and mega yachts, and fulfils
the highest expectations of comfort, reliability and safety.
NVC 253 LNG

Optimised for efficient Ro-Ro cargo
SHIP DESIGN
Length : 130.00 m
Breadth : 24.00 m handling and designed for excellent
Draft (max) : 5.50 m passenger and crew comfort
Deadweight : 3300 DwT G as fuelled
Speed : 19 knots
Main engines : 2 x 5250 kW
Endurance : 1800 NM
LNG/LPG carriers
Rolls-Royce is at the forefront of the development of natural gas-fuelled
vessels and therefore has the expertise to design and outfit vessels
carrying LNG or LPG. Vessels can be designed to utilise boiloff from the
gas tanks as fuel, removing the need for separate fuel installations and
comfortably meeting upcoming emissions legislation.
NVC 601 GT
Length : 56.40 m F or small-scale transport and distribution
Breadth : 12.00 m of LNG to land-based industry and for
Draft (max) : 3.60 m bunkering of gas-fuelled vessels
Deadweight : 700 DwT
Available with a range of cargo tank
Speed : 12 knots
Main engines : 1620 kW capacities: 1000 to 10000 m3
Cargo capacity : 1250 m3 Gas fuelled
Endurance : 2000 NM
11
Fishing vessels
The Rolls-Royce NVC design range of fishing vessels is developed to
provide optimal fuel consumption, fish handling and working conditions
at sea. Safe working conditions are guaranteed on an optimal freeboard,
and modern fish handling solutions are included in the designs.
Stern trawlers
Our designs for stern trawlers range from small and compact wet fish
trawlers to large and powerful factory freeze trawlers. The vessels can be
arranged with hydraulic or electric deck machinery.
NVC 372 WP
Length : 75.10 m Stern trawler developed for fuel
Breadth : 16.00 m efficient operations through a
Draft (summer) : 6.50 m wave piercing hull design, twin screw
Speed : 17 knots
propulsors and HSG machinery system
Main engines : 2 x 2.560 kW
Cargo hold : 2.000m3 B ottom and mid-water trawling
Low emission and fuel consumption
levels
S eakeeping and comfort
G entle fish handling
Pelagic trawlers
Our range of pelagic vessels consists of all sizes of RSW-cooled bulk
carrying vessels in addition to large factory processing freezer trawlers.
NVC 349
Length : 63.80 m Highly efficient purse seiner/ pelagic
Breadth : 14.00 m trawler
Draft : 7.20 m C an be delivered with HSG propulsion
Speed : 16 knots
system
Main engines : 3.000 kW
Cargo hold : over 1.600 t L ow emission and fuel consumption
levels
S eakeeping and comfort
G entle fish handling
12
SHIP DESIGN
NVC 372 WP
NVC 349
13
Naval vessels
To meet the growing demand for adapted Rolls-Royce commercial
vessel designs in the global governmental market we have established
a dedicated naval ship design team based in Bristol, UK. The team
leverages the expertise of other ship design teams around the world
and is focused on the OPV and support vessel sectors to meet the
needs of naval, coastguard and other government agencies for efficient
and economical to build ship designs. Integrated propulsion systems
include those powered by Bergen medium speed diesels and MTU
high speed diesels .
Patrol vessels
Skadi 55 is the smallest in the Rolls-Royce family of OPV designs.
A multipurpose patrol, search and rescue craft with a prime role as
mothership for high speed interceptor RHB's. The larger Skadi 90 is
designed for a broad range of missions and compatible with future
'offboard' mine warfare requirement.
Skadi 55
Length : 54.40 m
Breadth : 9.00 m
DWL : 2.40 m
Speed : 23 knots
Range : 4.500 nm
Weapons : 1 x 30 mm Canon
: 2 x 50 Cal HMG
Boats : 2 x 8 m knots RHIBs
: 1 x 5 m workboat
14
Logistic support vessels
The Rolls-Royce family of Logistics Support Vessels (LSV) are designed
for fleet replenishment of solids and liquids (fuel, aviation fuel, water).
All designs use the award-winning environship hullform with Promas
propeller/rudder and HSG propulsion systems for optimum fuel
SHIP DESIGN
efficiency.
LSV
Length : 155 m 170m 200m
Breadth : 24.5m 24.5m 27.5m
DWL : 8.3m 8.0m 10.0m
Speed : 18 knots 18 knots 20 knots
Range : 10.000nm 10.000nm 12.000nm
Cargo hold : 2 x NH90 2 x NH90 2 x NH90
Cargo
F76 : 7.000 te 8.000 te 20.000 te
F44 : 350 te 1.500 te 2.500 te
FW : 250 te 250 te 2.400 te
Solid : 1.200 te 500 te 1.000 te
15
16
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, power

systems, design and deck machinery. We have designed more
than 800 offshore and merchant vessels in the last 30 years, and
many of these are 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.
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.
17
PROPULSION
SYSTEMS
Propulsion systems
A key design goal of any Rolls-Royce system is to ensure it is
matched to the individual vessel profile. There are many trade-
offs to be considered in arriving at the optimum propulsion
system solution. What is the top priority for the shipowner? Is
it speed, fuel consumption or through life costs, and what is
the expected life of the vessel? These and many other factors
impact on the investment decision and the value it represents.
As Rolls-Royce has such a wide range of Bergen and MTU

engines and propulsion products they can be packaged into
systems that accommodate most customer preferences, and
are then tailored to the exact user requirements. These systems
can then be inserted into our own or other ship designs to
speed up the design and build process. This leaves the Naval
Architect free to concentrate on the all import look and
operation of the ship.
19
Offshore vessels
Rolls-Royce provides a wide range of propulsion systems for offshore service
vessels. Depending on the vessels operational profile and customers
preferences the system can be a diesel-mechanical, diesel-electric or a hybrid
system. Powered by gas or liquid fuel or a combination of the two.
Platform supply vessels (PSV)

A platform supply vessel equipped with a flexible hybrid gas/diesel-electric
propulsion systems comprising:
2 x pulling azimuth thrusters

1 x swing-up azimuth thruster
2 x Super Silent tunnel thruster
2 x gas generator sets
2 x diesel generator sets
Automation and control systems
Dynamic positioning system
Anchor-handling/tug/supply vessels (AHTS)

An anchor handling/tug/supply vessel equipped diesel-mechanical
hybrid propulsion systems comprising:
2 x CP propellers
2 x rudders and steering gear
4 x tunnel thrusters
4 x diesel propulsion engines
4 x diesel generator engines
Drillships
A drillship equipped with diesel-electric propulsion systems comprising:
6 x azimuth underwater mountable thrusters

Propulsion control systems
20
PSV
PROPULSION
SYSTEMS
AHTS
Drillship
21
Seismic vessels
A seismic research vessel equipped with a flexible hybrid propulsion
system comprising:
2 x CP propellers
1 x tunnel thruster
2 x propulsion engines with shaft generator
Subsea vessels
A subsea construction vessel equipped with diesel- electric propulsion
system comprising:
1 x CP propellers
1 x retractable azimuth thruster
2 x azimuth thrusters
Shuttle tankers
A shuttle tanker equipped with hybrid propulsion system comprising:
1 x CP propeller
1 x rudder and steering gear
2 x retractable azimuth thruster
1 x propulsion engine with shaft generator
22
Seismic
PROPULSION
SYSTEMS
Subsea
Shuttle tanker
23
Platforms and rigs
A drilling rig equipped with:
8 x azimuth underwater mountable thrusters

Other specialised vessels

Rolls-Royce provides a wide range of propulsion systems for coastguard, EEZ
and oil spill recovery vessels. Depending on the vessels operational profile
the system can be a diesel mechanical, diesel electric or a hybrid system.
Powered by gas or liquid fuel or a combination of the two.
Coastguard, OPV and EEZ vessels

A coastguard vessel equipped with a hybrid diesel- electric propulsion
system comprising:
2 x CP propellers
1 x tunnel thruster
2 x diesel propulsion engines
Fishing vessels
Rolls-Royce provides a wide range of propulsion systems for fishing vessels.
Depending on the vessels operational profile and customers preferences
the system can be a diesel mechanical, diesel electric or a hybrid system.
Pelagic trawlers
A pelagic trawler equipped with a diesel-mechanical hybrid shaft
generator propulsion systems comprising:
Controllable pitch propeller

A high lift flap rudder
1 x diesel propulsion engine
Reduction gear with a shaft generator
1 x diesel generator set
Power electric system
24
Rig
PROPULSION
SYSTEMS
Coastguard
Pelagic trawler
25
Merchant vessels
Rolls-Royce provides a wide range of propulsion systems for merchant
vessels. Depending on the vessels operational profile and customers
preferences the system can be a diesel-mechanical, diesel-electric or a
hybrid system powered by gas or liquid fuel or a combination of the two.
Tugs
A tug equipped with mechanical gas propulsion system comprising:
2 x propulsion gas engines
2 x auxiliary generators
Automation and control system
Ferries
A double ended ferry with mechanical hybrid gas propulsion system
comprising:
4 x propulsion gas engines
2 x auxiliary generators
Propulsion control and integrated automation system, including gas
safety and monitoring
Passenger ships
A ropax vessel with mechanical hybrid gas propulsion system
comprising:
2 x Promas integrated propeller and rudder systems

2 x gas propulsion engines
Propulsion control and integrated automation system,including gas
safety and monitoring
26
PROPULSION
SYSTEMS
27
Ferry
Tug
Ro-Pax
Naval vessels
Rolls-Royce provides a wide range of propulsion systems for naval vessels.
Depending on the vessels operational profile and customers preferences the
system can be a diesel mechanical, diesel electric or a hybrid system.
Fast attack craft

A 70m fast attack craft equipped with a mechanical driven propulsion
system comprising:
2 x steel waterjets
2 x gas turbines
2 x high speed diesel engines
Power electric system including 2 x high speed gensets
Auxiliary oiler replenishment vessels

An auxiliary oiler replenishment vessel equipped with a hybrid diesel
electric propulsion system comprising:
2 x Promas propulsion systems

2 x rotary vane steering gear
1 x tunnel thruster
2 x medium speed diesel propulsion engines
2 x medium speed diesel gensets
2 x shaft generators
Offshore patrol vessels

A 90m maritime patrol vessel equipped with a hybrid propulsion
system comprising:
2 x CP propellers
2 x spade rudders
2 x rotary vane steering gear
1 x tunnel thruster
2 x high speed diesel propulsion engines
2 x high speed diesel gensets
2 x shaft generators
28
Fast attack craft
PROPULSION
SYSTEMS
AORV
Patrol vessel
29
Propulsion systems
MTU high speed diesel engine solutions are available for a range of
applications. The expertise in ship applications encompasses every
possible propulsion configuration, including engineering services, hardware
and software which these configurations require.
Key technologies and systems competence comprises:

Turbo charging units
Fuel injection systems
Noise reduction technology (double resilient mounting systems and
active mounting systems)
Exhaust after treatment systems such as diesel particulate filters (DPF)
with active and passive regeneration, selective catalytic reduction
(SCR) or as combined system (DPF+SCR)
Gas-protected operation
Diesel-mechanic propulsion systems

Diesel-mechanical drive propulsion systems comprised of an engine,
coupling, and transmission packaged as a complete series system.
In addition, MTU offers matching accessories, such as: Fuel treatment plant;
Coolant pre-heater; Lube oil priming pump; Exhaust muffler.
Diesel-electric propulsion systems

MTU offers gensets for diesel-electric propulsion systems and onboard
power generation based on Series 60, Series 2000 and Series 4000 engines.
30
Combined propulsion systems
In some cases, combined systems with several diesel engines are the
preferred propulsion systems for commercial vessels.
PROPULSION
SYSTEMS
All components engines, gas turbines, gearboxes, automation and
accessories come from one source and are combined into an integrated
complete system. For naval vessels they can comprise:
Combined diesel and diesel (CODAD):
Combined diesel and gas turbine (CODAG):
Combined diesel or gas turbine (CODOG):
Combined diesel-electric and gas turbine (CODELAG)

Combined diesel-electric or gas turbine (CODELOG):
31
Hybrid and electric
propulsion systems
By moving to hybrid or electric propulsion, owners have in-built flexibility
that can not only reduce emissions and optimise fuel consumption, but
they are lighter and take up less space, with lower noise and vibration
levels and reduced maintenance costs.
We optimise the system to match the vessels operating profile, the main
designs are illustrated.
Electric systems are normally transformer-less with variable frequency

motors on fixed frequency networks. This means they can also
accommodate a battery power supply and can be plugged into a shore
connection of variable frequency.
We select the best components from our broad supplier base and
deliver a complete package. This approach relieves the shipbuilder of
much of the technical risk and managing multiple equipment suppliers.
SAVe Line
Platform supply, multi-purpose, emergency response/rescue, coastguard
and research vessels.
A traditional diesel-electric propulsion system already supplied to over 130

vessels operating today.
Uses active front end (AFE) technology for more stable clean voltage and fast
response to load control changes.
The number of generators installed is dependent on the total shipboard

power requirements and the vessel's operating profile. Those running is
dependent on the power required. When transiting at slow speed or in stand-
by mode with a reduced power demand, some engines can be turned off.
32
SAVe Cube
Platform supply, multi-purpose, emergency response/rescue, coastguard
and research vessels.
The latest generation system designed with a single integrated drive-
PROPULSION
switchboard for the whole vessel.
SYSTEMS
All frequency convertors, drives and switchboards are housed in a single
cabinet for a significantly smaller footprint. A single cabinet is simpler
to cool and has fewer connections. It is therefore much easier to install,
many more connection terminations are done at the factory.
Additional battery power is available for slow speed transits in harbour

or for peak power load smoothing. All engines can operate at variable
speeds to maximise their efficiency for the required power. Engine
speed will automatically be adjusted to the power being demanded
in the most fuel efficient way.
SAVe Step
Power intensive ships - small cruise, diving support, platform supply,
construction support, jack-up and well intervention vessels. and research
vessels.
Similar to the SAVe Line system but specifically designed for vessels with
over 20MW of installed generated power. The main difference is the
incorporation of transformers to step-down the voltage. The system uses
high voltage (3-11kV) on the main switchboard and generators and low
voltage on the consumers and distribution. Combined pulse (12, 18 or
24 pulse) and step-down transformers can be used in combination with
pulse drive units. Alternatively, the system can be based on AFE drive units,
therefore only step-down transformers are used and all the advantages of
the SAVe Line system with AFE are realised in the most fuel efficient way.
33
SAVe Combi
Tugs, pelagic trawlers, fishing vessels
As its name suggests this system is made up of a variety of building blocks and
can be designed to almost any desired systems architecture for operation in a
wide variety of modes. One cabinet performs the task of several power functions
and drives. The compact design reduces footprint size to save space and weight.
Systems architecture can accommodate: Hybrid shaft generator (PTP/PTI),

Battery energy storage for load smoothing/operation, shore connection,
winch drive or power for any other electrical equipment.
Hybrid (bypass hybrid generator)

Fishing, coastal, offshore vessels
Not as sophisticated as the hybrid shaft generator (HSG) system. It is an ideal

option for power conversions, as the vessels existing electrical machines and
switchboards can be retained and do not have to be Rolls-Royce supply. Fixed
speed is required on the diesel when generating power for the switchboard.
An AFE drive is installed between the shaft-generator and the switchboard. This
provides additional power when used with the main engine and provides full
variable speed electric propulsion when the main engine is stopped, for slow
speed/standby modes or as an emergency/take-me-home system.
To update to the HSG concept, requires a special motor and switchboard.
Conventional 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.
34
G G
Hybrid Shaft Generator (HSG)
Fishing, platform supply, coastguard, Diesel / gas engine
coastal vessels
AC
Uses AFE technology so fixed engine rpm is not
HSG drive
DC
required when operating the shaft generator. DC

Reduction gear
AC
The switchboard sees a constant voltage and SG
frequency, and the correct phase angle to M
match the other generator sets running in

parallel. Propeller and engine efficiencies can HSG solution provides
lower fuel consumption
be maximised by ensuring they are running at and less emissions.
their most efficient point. The ability to reduce
PROPULSION
engine rpm to match the vessel's overall power
SYSTEMS
requirements significantly reduces fuel consumption and emissions.
Upgrading existing systems to HSG is normally straightforward with
a short payback time.
Boost mode for maximum speed

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

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 for propulsion. In this mode, the shaft generator is running
as a motor with the HSG system controlling the shaft speed.
35
Parallel mode for excess power
This is a new efficient way of running two engines, where the power
required for propulsion and hotel loads exceeds that available from the
generator sets alone. The shaft generator is feeding 500 kW into the
eletrical system in parallel with one auxiliary generator. The HSG system
keeps the frequency fixed at 60 HZ even if the main engine is running
at around half power with variable speed.
Transit mode for optimum efficiency

This mode is used to optimise propeller efficiency for the required speed. The
main engine runs at variable speed with the shaft generator supplying the
ships electrical needs. Therefore, both auxiliary generators can be shut off.
Shore connection mode for lower fuel consumption

When the ship is in harbour it has the possibility for connecting to
the normal shore power and frequency (50Hz). The HSG converts the
frequency to the ship power system which is 60 Hz. It can also avoid
black-out during changeover from shore to ship power. There is no
need to run any of the auxiliary gensets, which will save fuel and reduce
emissions. In addition, noise and vibration levels onboard are reduced
to a minimum.
36
Mode shifting
Simply shifting modes
A challenge with complex hybrid systems is that changing operating
modes can be complicated. The newly developed Rolls-Royce Acon
mode shift system automates the process, so that with a single keystroke
on the bridge the captain can shift from one mode to another. Optimal
and economic operation also requires an overview of the ship systems,
so the captain and the engineers need to see how efficiently the systems
and equipment are working. Here, the Acon economy picture provides
the basis for optimisation, or indicates the need to move to a different
mode. Combining these products with a Rolls-Royce power and
PROPULSION
propulsion system gives a unique combination of user-friendliness and
SYSTEMS
flexibility, not only when the vessel is new, but also later in life, when the
operating profile may well have changed.
Power overview
The Acon mode shift
system provides a view
of the power available
on the main busbar
(green) for major
power consumers like
thrusters (orange).
Economy
Shows fuel
consumption for
main and auxiliary
engines. By using the
speed of the vessel
and distance travelled
fuel consumption per
nautical mile is
calculated.
37
DIESEL AND GAS
ENGINES
Diesel and gas engines

Rolls-Royce, with the MTU and Bergen diesel engine ranges is
a leading designer and developer of high and medium speed
diesels, gas 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.
39
Emissions
Engine manufacturers are facing up to the challenge of increasingly
strict requirements for exhaust emissions and Rolls-Royce is no exception.
There is growing pressure to reduce CO2 and IMO Tier II regulations on
NOx emissions will be superseded by much tougher Tier III limits in 2016.
Both Bergen diesel engines and Bergen gas engines are designed for marine
propulsion and auxiliary duties. The B32:40 and C25:33 Clean Design diesel
engines meet IMO Tier II requirements without additional off-engine clean
up. The B35:40 and C26:33 gas engines have NOx emissions lower than the
strict Tier III limits with lower CO2 equivalent emissions.
Bergen gas engines have been in marine service for seven years. Vessels
as diverse as roro ships, feed supply vessels, ferries, tugs and offshore
supply vessels are now in-service or on order with Bergen gas engines.
Gas tanks and the gas supply system to the engine are established
technology, within the Rolls-Royce scope of supply.
For many applications the gas engine is becoming a natural choice. CO2
equivalent emissions are reduced by 22 per cent compared with engines
burning liquid fuel, NOx emissions are cut by 92 per cent, while emissions
of SOx and particulates are negligible. The design of the Bergen C26:33
cuts methane slip to very low levels.
SCR Systems can be included into Rolls-Royce scope of supply.
NOx emission for Bergen engines
Note : D
ue to continuous development, some data may change without notice.
40
General conditions for Bergen
marine engines
Marine liquid fuel engines
Ratings are according to ISO 3046-1, at maximum 45C ambient air
temperature and maximum 32C sea water temperature. Specific fuel
oil consumption is based on MDO with a net calorific value of 42.7
MJ/kg and no engine driven pumps. For each engine driven pump,
there is a need to add 0.5%.
Emissions
The marine diesel engines comply with the requirements of the IMO
Tier II without any external cleaning system. IMO Tier III is met by the
use of a Selective Catalytic Reactor (SCR) system.
DIESEL AND GAS

ENGINES
The marine gas engines comply with IMO Tier III with no need for a
SCR system.
Heavy fuel oil operation

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

The marine gas engines give the following reductions in emissions
compared with diesels IMO Tier II: 92% NOx, net 22% greenhouse
gases and close to zero SOx and particulate matter. Marine gas engine
ratings are according to ISO 3046-1, at maximum 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.
41
Bergen marine engines
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.
B33:45 L-series:
Available in 6, 7, 8 and 9 cylinder in-line versions. Power per cylinder is 600kW.
All have a bore of 330mm with a 450mm stroke and runs at 450-750rpm as
a marine propulsion engine on propeller law or 720/750rpm for 60/50Hz
generator set drive. The power range is 3600 - 5400 kW at 720 or 750 RPM.
B32:40 L and V-series:

Produced in 6, 8 and 9 cylinder in-line, and V12 and V16 versions. Power
per cylinder is 500kW at 750rpm. All have a bore of 320mm with a 400mm
stroke, for powers of 3,000 8,000kW. The Clean Design engines meet IMO
Tier II requirements, without additional off-engine systems.
C25:33 L-series:
Available in 6, 8 and 9 cylinder in-line versions. Power per cylinder is 330kW.
All have a bore of 250mm with a 330mm stroke. Operating speeds range
from 720 1,000rpm for powers from 1,460 3,000kW.
They meet IMO Tier II requirements, without additional off-engine systems.
B35:40 L and V-series gas:

Produced in 9 cylinder in-line, and V12 versions. All have a bore of 350mm
with a 400mm stroke. The power range is 3,900 5,250kW at 750rpm. They
comfortably meet IMO Tier III requirements.
C26:33 L-series gas:

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

propulsion systems can be
designed and supplied.
42
Marine engine product range
Liquid fuel
Engine type
B33:45L9P
B33:45L8P*
B33:45L7P*
B33:45L6P
B32:40V16P
B32:40V12P
B32:40L9P
DIESEL AND GAS

ENGINES
B32:40L8P
B32:40L6P
C25:33L9P
C25:33L8P
C25:33L6P
MW
0 2 4 6 8
Gas
Engine type
B35:40V12PG
B35:40L9PG
C26:33L9PG
C26:33L8PG*
C26:33L6PG
MW
0 2 4 6 8
* In progress - release date to be announced at later stage
43
Propulsion engines -
Liquid fuel
Bergen C25:33L D
A
B
Principal dimensions
Cylinder diameter 250mm. Piston stroke 330mm.
Engine type A B C D Weight dry engine
C25:33L6P 3170 4036 3179 1775 18300kg

C25:33L8P 3930 4796 3195 1873 23200kg
C25:33L9P 4310 5176 3230 1873 25000kg
Technical data
Engine type C25:33L6P C25:33L8P C25:33L9P
Number of cylinders 6 8 9
Engine speed r/min 900/1000* 900/1000* 900/1000*
Mean piston speed m/s 10/11 10/11 10/11
Max. continuous rating (MCR) kW 1920/2000 2560/2665 2880/3000
Max. continuous rating BHP
altern. (MCR) (metric) 2610/2720 3480/3625 3915/4080
Mean effective pressure (BMEP) bar 26.4/24.7 26.4/24.7 26.4/24.7

Specific fuel consumption g/kWh 182/185 182/185 182/185
Specific lubricating oil
consumption g/kWh 0.7 0.7 0.7
Cooling water temp. engine outlet o

C 90 90 90
* MDO operations
Dimensions given apply for rigidly mounted engines with wet sump. Dry sump can be supplied upon
request. Front end P.T.O. can be delivered upon request.
All data subject to change without prior notice
44
Liquid fuel
Bergen B32:40L D
DIESEL AND GAS

ENGINES
A
B
B32:40L6P 4390 5383 3857 2078 35800kg

B32:40L8P 5430 6423 3899 2041 40000kg
B32:40L9P 5950 6943 3899 2041 45900kg
Technical data
Engine type B32:40L6P B32:40L8P B32:40L9P
Engine speed r/min 750 750 750
Mean piston speed m/s 10 10 10
Max. continuous rating (MCR) kW 3000 4000 4500
Max. continuous rating (MCR) BHP 4080 5440 6120
(metric)
Mean effective pressure (BMEP) bar 24.9 24.9 24.9
Specific fuel consumption g/kWh 184 184 184
Specific lubricating oil g/kWh 0.8 0.8 0.8
consumption
C 90 90 90
45
Liquid fuel
Bergen B32:40V
D
A
B
B32:40V12P 5176 6040 4526 2712 56000kg

B32:40V16P 6426 7489 4830 3192 73000kg
Technical data
Engine type B32:40V12P B32:40V16P
Number of cylinders 12 16
Engine speed r/min 750 750
Mean piston speed m/s 10 10
Max. continuous rating (MCR) kW 6000 8000
Max. continuous rating (MCR) BHP 8160 10880
(metric)
Mean effective pressure (BMEP) bar 24.9 24.9
Specific fuel consumption g/kWh 184 184
Specific lubricating oil g/kWh 0.8 0.8
consumption
C 90 90
46
Liquid fuel
Bergen B33:45L D
DIESEL AND GAS

ENGINES
A
B
Cylinder diameter 330 mm. Piston stroke 450 mm.
Engine type A B C D Weights dry
engine
B33:45L6P 4535 5622 3892 2227 41500 kg
B33:45L7P 5055 6142 3892 2227 48400 kg
B33:45L8P 5575 6662 4039 2320 55300 kg
B33:45L9P 6095 7182 4039 2320 62200 kg
Technical data
Engine type B33:45L6P B33:45L7P B33:45L8P B33:45L9P
Number of cylinders 6 7 8 9
Engine speed r/min 750 750 750 750
Mean piston speed m/s 11.25 11.25 11.25 11.25
Max. continuous rating (MCR) kW* 3600 4200 4800 5400
Mean effective pressure (BMEP) bar 25 25 25 25
Specific fuel consumption g/
(SFOC) kWh** 175 175 175 175
Specific lubricating oil g/

consumption 0.5 0.5 0.5 0.5
kWh
Cooling water temp. engine
outlet
o
C 90 90 90 90
* Engine ratings are according to ISO 3046/1. The above figures are based on conditions at maximum
45oC ambient air temperature and maximum 32oC sea water temperature.
** SFOC is based on MDO with a net calorific value of 42.7 MJ/kg and no engine driven pumps ,
at 85% engine load. At 100% engine load the SFOC will be 177 g/kWh. If engine driven pumps are
attached, please add 1 g/kwh for each engine driven pump.
47
Propulsion engines - Gas
Bergen C26:33L
D
A
B

C26:33L6PG 3170 4176 3161 1729 17500kg
C26:33L8PG 3930 4936 3161 1785 25800kg
C26:33L9PG 4310 5316 3161 1785 29000kg
Technical data
Engine type C26:33L6PG C26:33L8PG* C26:33L9PG
Engine speed r/min 900/1000 900/1000 900/1000
Max. continuous rating kW 1460/1620 1940/2160 2190/2430
(MCR)
Max. continuous rating
(MCR) BHP (metric) 1985/2205 2675/2935 2980/3305
Mean effective pressure bar 18.5 18.5 18.5
(BMEP)
Specific energy kJ/kWh 7450/7500 7450/7500 7450/7500
consumption
consumption g/kWh 0.4 0.4 0.4
Cooling water temp. o
C 90 90 90
engine outlet
* In progress - release date to be announced at a later stage
48
Bergen B35:40L
D
DIESEL AND GAS

ENGINES
A
B
Cylinder diameter 350 mm. Piston stroke 400 mm.
B35:40L9PG 5950 6943 3897 2042 44800kg
Technical data
Engine type B35:40L9PG
Number of cylinders 9
Engine speed r/min 750
Mean piston speed m/s 10
Max. continuous rating (MCR) kW 3940
Max. continuous rating (MCR) BHP (metric) 5360
Mean effective pressure (BMEP) bar 18.2
Specific energy consumption kJ/kWh 7550
Specific lubricating oil g/kWh 0.4
consumption
C 90
49
Bergen B35:40V
D
A
B
B35:40V12PG 5176 6040 4440 2712 58000kg
Technical data
Engine type B35:40V12PG*
Engine speed r/min 750
Mean piston speed m/s 10
Max. continuous rating (MCR) kW 5700
Max. continuous rating (MCR) BHP 7750
(metric)
Mean effective pressure (BMEP) bar 20
consumption
C 90
* Fuel gas inlet only available at the flywheel end
50
Generating set - Liquid fuel
Bergen C25:33L
D
B A
DIESEL AND GAS

C
ENGINES
Engine type A B C D E Engine** Weights Total
dry
alternator
C25:33L6A 3369 4036 7405 2300 3195 28479kg 9900kg 38379kg
C25:33L8A 2838 4796 7634 2304 3261 29150kg 11300kg 40450kg
C25:33L9A 3038 5176 8214 2304 3230 31370kg 12400kg 43770kg
Technical data
Engine type C25:33L6A C25:33L8A C25:33L9A
Engine speed r/min 900/1000* 900/1000* 900/1000*
Max. continuous rating altern,
( = 0.96) kW 1843/1920 2457/2558 2764/2880

(Cos = 0.8) kVA 2303/2400 3071/3197 3455/3600

(Cos = 0.9) kVA 2047/2133 2730/2961 3071/3200
Mean effective pressure (BMEP) bar 26.4/24.7 26.4/24.7 26.4/24.7

consumption
C 90 90 90
* MDO operations
Engine** = Engine and foundation
Dimensions given apply for resiliently mounted engines. Choice of alternator may affect the given
dimensions and weights.
51
Bergen B32:40L
D
B A
C
dry
alternator
B32:40L6A 3874 5384 9258 2630 4405 47210kg 14500kg 61710kg
B32:40L8A 3904 6424 10328 2630 4447 57372kg 16300kg 73672kg
B32:40L9A 3904 6944 10848 2630 4447 63245kg 16300kg 79545kg
Technical data
Engine type B32:40L6A B32:40L8A B32:40L9A
Mean piston speed m/s 9.6/10 9.6/10 9.6/10
Max. continuous rating kW 2880/3000 3840/4000 4320/4500
Max. continuous rating altern, ( = 0.97) kW 2793/2910 3724/3880 4190/4365
Max. continuous rating altern, (Cos = 0.8) kVA 3491/3637 4610/4850 5237/5456
(Cos = 0.9) kVA 3103/3233 4137/4311 4655/4850
Mean effective pressure (BMEP) bar 24.9 24.9 24.9

Specific lubricating oil consumption g/kWh 0.8 0.8 0.8
C 90 90 90
52
Bergen B32:40V
D
A B
DIESEL AND GAS

C
ENGINES
Engine type A B C D E Engine** Weights dry Total
alternator
B32:40V12A 4072 6041 10113 3110 4665 73218kg 22820kg 96038kg
B32:40V16A 4564 7492 12056 3192 4612 90010kg 32000kg 122010kg
Technical data
Engine type B32:40V12A B32:40V16A
Number of cylinders 12 16
Engine speed r/min 720/750 720/750
Mean piston speed m/s 9.6/10 9.6/10
Max. continuous rating (MCR) kW 5760/6000 7680/8000
Max. continuous rating altern, ( = 0.97) kW 5587/5820 7449/7760

Max. continuous rating altern, (Cos = 0.8) kVA 6983/7275 9311/9700
Max. continuous rating altern, (Cos = 0.9) kVA 6207/6466 8276/8622
Mean effective pressure (BMEP) bar 24.9 24.9
Specific fuel consumption g/kWh 183/184 183/184
Specific lubricating oil consumption g/kWh 0.8 0.8

C 90 90

53
Bergen B33:45L
D
B A
C
dry
alternator
B33:45L6A 3891 4535 9385 2377 4012 47800 kg 17100 kg 64900 kg
B33:45L7A 3891 5055 9905 2377 4012 54200 kg 19300 kg 73500 kg
B33:45L8A 3941 5575 10475 2486 4159 60600 kg 22300 kg 82900 kg
B33:45L9A 3941 6095 10995 2486 4159 66500 kg 23300 kg 89800 kg
Technical data
Engine type B33:45L6A B33:45L7A B33:45L8A B33:45L9A
Number of cylinders 6 7 8 9
Engine speed r/min 720/750 720/750 720/750 720/750
Mean piston speed m/s 11.25 11.25 11.25 11.25
Max. continuous rating (MCR) kW 3600 4200 4800 5400
kW 3492 4074 4656 5238
( = 0.97)
kVA 4365 5093 5820 6548
(Cos = 0.8)
kVA 3880 4527 5173 5820
(Cos = 0.9)
Mean effective pressure (BMEP) bar 26/25 26/25 26/25 26/25
Specific fuel consumption
(SFOC) g/kWh** 175 175 175 175

consumption g/kWh 0.5 0.5 0.5 0.5
Cooling water temp. engine

outlet
o
C 90 90 90 90
* Engine ratings are according to ISO 3046/1. The above figures are based on conditions at maximum
45oC ambient air temperature and maximum 32oC sea water temperature.
** SFOC is based on MDO with a net calorific value of 42.7 MJ/kg and no engine driven pumps , at 85%
engine load. At 100% engine load the SFOC will be 177 g/kWh. If engine driven pumps are attached,
please add 1 g/kwh for each engine driven pump.
54
Generating set - Gas
Bergen C26:33L
D
A B
C
DIESEL AND GAS

ENGINES
Engine type A B C D E Engine Weights dry Total
alternator
C26:33L6AG 2835 4176 7011 2304 3161 22605kg 11300kg 33905kg
C26:33L8AG* 2835 4936 7771 2304 3161 31520kg 11300kg 42820kg
C26:33L9AG 2835 5316 8151 2304 3161 34720kg 11300kg 46020kg
Technical data
Engine type C26:33L6AG C26:33L8AG* C26:33L9AG
Frequency hz 60/50 60/50 60/50
( = 0.96) kW 1401/1555 1840/2050 2102/2332

(Cos = 0.8) kVA 1751/1943 2300/2563 2627/2915

(Cos = 0.9) kVA 1556/1727 2044/2278 2335/2591
Mean effective pressure bar 18.5 18.5 18.5

(BMEP)
Specific energy consumption g/kWh 7450/7500 7450/7500 7450/7500
consumption
Cooling water temp. o
C 90 90 90
engine outlet
* In progress - release date to be announced at a later stage
55
Bergen B35:40L D
B A
C
alternator
B35:40L9AG 3904 6944 10848 2630 4445 63245kg 16300kg 79545kg
Technical data
Engine type B35:40L9AG
Engine speed r/min 720/750
Frequency hz 60/50
Mean piston speed m/s 9.6/10
Max. continuous rating (MCR) kW 3780/3940
Max. continuous rating altern, ( = 0.97) kW 3666/3821
Max. continuous rating altern, (Cos = 0.8) kVA 4582/4776
Max. continuous rating altern, (Cos = 0.9) kVA 4073/4245
Mean effective pressure (BMEP) bar 18.2
Specific lubricating oil consumption g/kWh 0.4

C 90
56
Bergen B35:40V D
A B
C
DIESEL AND GAS

ENGINES
alternator
B35:40V12AG 4072 6040 10112 3110 4667 74250kg 22820kg 97070kg
Technical data
Engine type B35:40V12AG
Engine speed r/min 720/750
Frequency hz 60/50
Mean piston speed m/s 9.6/10
Max. continuous rating (MCR) kW 5472/5700
( = 0.97) kW 5307/5530

(Cos = 0.8) kVA 6634/6912

(Cos = 0.9) kVA 5898/6114
Mean effective pressure (BMEP) bar 20

consumption
C 90
57
MTU product portfolio
MTU is the core brand of Rolls-Royce Power Systems AG, which is a
world-leading provider of high-speed diesel and gas engines, complete
drive systems, distributed energy systems and fuel injection systems for
the most demanding requirements. The product portfolio for marine
applications comprises engines and drive systems delivering power
outputs of 261 to 10,000 kW.
MTU engine portfolio

Series S60
A well-known 6 cylinder in-line engine from 261 kW to 615 kW. The onboard
power generation version delivers 271 to 370 kW.
Series 2000
Comprises 8V, 10V, 12V, and 16V versions with power outputs from
400 to 1939 kW. Versions for unrestricted continuous operation and for
fast vessels with low load factors and onboard power generation available.
Series 396
Available as 8V, 12V, and 16V delivering power outputs of 1,000 to 2,000 kW
for most demanding propulsion and 680 to 1,850 kW for power generation
requirements.
Series 4000
The engine for power demands from 746 to 2,240 kW (8V, 12V, 16V)
mainly for workboat propulsion, Diesel-Electric drives, and onboard
power generation. Additional 12V, 16V, 20V propulsion engines for fast
vessels with high load factors from 1,680 to 3,600 kW available. The 12V,
16V, 20V top of the range product delivers 2,040 to 4,300 kW. ABS NVR
approval available.
Series 1163
A modern and proven engine with the best weight-to-power and power-
to-volume-ratio in its power range worldwide. Available as 12V, 16V and
20V with power outputs from 3,600 to 7,400 kW.
Series 8000
A 20V engine delivering 7,100 to 10,000 kW for fast vessels with high,
intermittent or low load factors. ABS NVR approval available.
58
MTU marine engines
power range
Engine power in kW
1000
1500
2000
2500
3000
8000
9000
3500
4000
4500
5000
5500
6000
6500
7000
7500
8500
500
S60
2000
Engine Series
396
4000
1163
DIESEL AND GAS

8000
ENGINES
Engines 1A 1B 1D 1DS
S60 261-373 354-447 466-615
2000 400-800 720-1440 810-1630 932-1939
396 1000-2000
4000 746-2240 1740-3600 2040-4300
1163 3600-6500 3900-6500 4440-7400
8000 7200-9100 7200-8200 9100-10000
1A - Diesel engines for vessels with unrestricted continuous

operation
Average load: 70 - 90% of rated power
Typical annual usage: unrestricted
1B - Diesel engines for fast vessels with high load factors

Average load: 60 - 80% of rated power
Typical annual usage: up to 5000 hours
1D - Diesel engines for fast vessels with intermittent load factors

Average load: 60% of rated power
1DS - Diesel engines for fast vessels with low load factors
Average load: 60% of rated power
59
MTU product portfolio
MTU offers the complete genset portfolio for marine applications from
5 to 3000 kWe, available as auxiliary and diesel-electric propulsion systems.
The gensets can be obtained as 50/60 Hz versions with numerous
options and accessories such as soundshields, control panels, safety
switches, PTOs etc. High availability and long TBO of up to 42,000 h
ensure continuous operation and reliable performance.
For higher demands, MTU offers customised systems with power output
up to 3000 kWe. These solutions can be developed for the respective
requirement in order to fit the specific needs. The customised systems
make use of state-of-the-art technologies, utilise special concepts, and
incorporate acoustic improvements.
MTU series built generator sets for marine commercial

applications:
Gensets 720 3000 kWe Gensets 310 870 kWe
Gensets 250 300 kWe Gensets lower-power range

with MTU Series 1600 5 350 kWe
60
MTU marine engines onboard
power
Marine
Marinegeneratorrange
generatorsets
setsand
anddiesel-electric
diesel-electricdrives:
drives:
Engine
Enginepower
Engine power in
in kW
power in kW kW
3000
2000
1000
2500
1500
3000
2000
1000
2500
1500
500
500
S60
Series
S60
Series
Engine Series
1600
1600
EngineEngine
2000
2000
396
396
4000
4000
DIESEL AND GAS

ENGINES
Engines
Engines 3A/3B
3A/3B 3A/3B
3A/3B
Frequency
Frequency 50Hz
50 Hz 60Hz
60 Hz
S60
S60 298-354
298-354 271-370
271-370
1600
1600 269
269 323
323
2000
2000 332-770
332-770 400-930
400-930
396
396 680-1030
680-1030 790-1850
790-1850
4000
4000 760-1760
760-1760 895-3015
895-3015
3A/3B- -Diesel
3A/3B Dieselengines
enginesfor
foronboard
onboardpower
powergeneration
generation and
and
diesel-electric drive
diesel-electric drive
Continuousoperation
Continuous operation5050Hz
Hz
Continuous operation 60 Hz
Continuous operation 60 Hz
61
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.
63
Gas turbines
Rolls-Royce pioneered the use of aero-derivative gas turbines in marine
propulsion, primarily for naval vessels. Today more than 20 navies use our
marine gas turbines and are benefiting from our ongoing investment
that brings the latest aero technology to the marine market.
AG9140 generator set

The AG9140 uses the 501-K34 gas turbine, derived from T56 that powers
the C130 Hercules, and is the US Navys on-board ship 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:
Lightweight and modular M echanical starter for black
Local or remote control ship start
MIL-G-22077 qualified F ull Authority Digital
Shock tested to MILS-901D Control (FADC)
Technical data
Power (kW) Weight (kg) Dimensions (m) Turbine Generator
LxWxH speed speed (rpm)
(rpm)
3000 29710 8.66 x 2.38 x 3.38 14600 1800
(ratings at sea level with 5 and 10 exhaust losses, 40% relative humidity, 100F inlet temperature,
enclosure ventilation, and generator and gearbox losses)
All data subject to change without prior notice.
64
RR4500 generator set
The RR4500 core is the MT5S engine, a single shaft, high-pressure
ratio gas turbine with a fourteen-stage axial compressor and boost
compressor module. A four-stage turbine is supported on a roller
bearing structure for optimum reliability. The combustor is similar to
the energy parent design ensuring the RR4500 has an exceptionally
low emissions signature. All prime auxiliary systems are driven from
the on-engine gearbox.
It powers the US Navys DDG-1000 multi-mission destroyers and has

been designed to meet all US Navy requirements.
GAS TURBINES
Key features:
Designed to meet L ocal or remote control
MIL-S 901D shock F ull Authority Digital
Electric start Control (FADC)
Minimal structural N o post shutdown restart
borne noise restrictions
Technical data
Power (kW) Weight (kg) Dimensions (m) Turbine Generator
LxWxH speed speed (rpm)
(rpm)
3900 51392 9.73 x 3.11 x 4.36 14600 1800

4300 (int)
(ratings at sea level with 6 inlet and 10 exhaust losses, 40% relative humidity, 100F inlet
temperature, enclosure ventilation, and generator and gearbox losses)
65
MT7 marine gas turbine
The compact MT7 incorporates the latest in gas turbine technology for
a market leading power to weight ratio with excellent fuel efficiency and
performance retention. It is a member of the AE aero engine family that
has accumulated over 48 million operating hours and shares common
core architecture with the AE1107C that powers the V22 Osprey tilt-rotor
aircraft. Cold end drive, twin-shaft axial design makes it a lightweight yet
powerful unit .
MT7 is well suited to a variety of system configurations offering ship

designers and builders increased flexibility in terms of propulsion
system layout, and can be configured for either mechanical or electrical
drive.
It has been selected to power the US Navys new Ship-to-Shore

Connector (SSC) hovercraft built by Textron Marine & Land Systems.
Key features:
Compact and powerful M ember of the AE engine family,
Capable of meeting the over 4,500 delivered with 48
requirements of hovercraft and million plus operating hours
ship propulsion L ow-cost performance upgrades
Shares common core architecture available for more power or
with the AE1107C aero engine extended life
Technical data
Power Weight Length Diameter Turbine speed
(MW) Unpackaged (mm) (mm) (rpm)
(kg)
4-5 441 1500 877 15000
66
MT30 marine gas turbine
The MT30 integrates the very latest in marine gas turbine technology
to give operators of gas turbine powered vessels efficiency and reliability
in a compact package with a market leading power-to-weight ratio.
Designed with 50 to 60 per cent fewer parts than other aero-derived

gas turbines in its class, to minimise maintenance costs, the MT30
has a twin-spool, high-pressure ratio gas generator with free
power turbine. It maintains operating efficiency down to 25MW
and can be configured in either mechanical, electrical or hybrid drive
configurations.
2008 marked the entry into service of the MT30 powering the US Navys
first of class littoral combat ship, USS Freedom.
GAS TURBINES
Key features:
Excellent performance retention into machinery rooms
and no power loss between Over 40% thermal efficiency
overhauls Modular design for simplified
Member of the aero Trent engine maintenance
engine family Low airborne and structural
Minimal number of off-package noise signature
modules allows easy integration ABS, Lloyds and DNV Certified
Technical data
Power Weight Dimensions Output shaft (rpm) Output
(MW) (kg) (m) LxWxH alternator drive shaft (rpm)
mechanical
drive
36MW or 6500
40MW unpackaged 3000 (50Hz)
8.7 x 2.66 x 3.6 3300
flat rated to 30000 3600 (60Hz)
38C packaged*
* dependent on options
67
PROPULSORS
Azimuth thrusters
Rolls-Royce is a global leader in the supply of azimuth thrusters.
In an azimuth thruster the propeller rotates 360 around the
vertical axis so the unit provides propulsion, steering and
positioning thrust for superior manoeuvrability. Designs have
been developed for propulsion and dynamic positioning in
response to market requirements. As a result there is a design
available to suit virtually any application. Simple and robust
construction provides high operational reliability together
with simple maintenance for low through life costs. Units can
be supplied for diesel or electric drive together with a remote
control system.
69
Azimuth thruster range
US Type Azipull
Powers: Powers:
250 - 5000kW 900 - 5000 kW
Contaz Underwater
Mountable
Powers:
2000 - 3700kW
UUC Type
Powers:
2300 - 6500kW
Retractable Swing-up/
UL Type Combi
Powers: Powers:
400 - 3800kW 880 - 2000kW
70
Fixed mounted thrusters
The Rolls-Royce US range comprises standard azimuth
thruster units with input powers from 250 - 5000kW
to deliver a bollard pull ranging from 11 to over
170 tonnes. Modular design allows the configuration,
mounting type and size to be closely matched
to user requirements. The US type is available
with FP/CP propeller, open or ducted. For high
propulsive efficiency contra-rotating propellers
are available. Different propeller diameters
are available to suit the vessel application.
Mounting options
Weld in: 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.
Bolt-in, top mounted: The casing plate is welded into the hull. The
complete thruster unit is lowered onto the casing flange and bolted
into position.
PROPULSORS
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 10 1050
US 105-P6 480 1500 - 1800 3.6 16 1300
US 105-P9 720 1000 - 1800 6 24 - 25 1500

1600
US 155-P12 1000 750 - 2000 9.5 - 11 32 - 35 1600

1800
US 155-P14 1280 750 - 2000 11.5 - 12.5 38 - 43 1800

2000
US 205-P18 1500 750 - 1800 18 51 2200
US 205-P20 1920 750 - 1800 18 - 19 60 - 63 2300

2400
US 255-P30 2470 750 - 1800 27 - 28 78 - 83 2600

2800
US 35 2790 750 - 1800 36 - 37.5 90 + - 94 + 2800

3000
US 305-P40 3200 750 - 1600 41 - 43 102 + - 108 + 3000

3200
US 355-P50 3700 720 - 1200 54 - 56 115 + - 125 + 3200

3500
US 60 5000 750 - 1200 78 - 82 165 + - 173 + 3800

4000
For performance predictions please contact Rolls-Royce.
71
Contaz thrusters
The Contaz azimuth thruster range with contra-rotating propellers
provide high propulsive efficiency and reduced vibration. Efficiency
gains are 10 - 15 per cent over conventional azimuth thrusters. The aft
propeller regains some of the energy losses in the stream as well as
significant rotational losses, therefore there is a lower installed power
requirement that can release space on board and lowers fuel consumption.
Contaz units have a range of stem lengths and are ideal for passenger/
car ferries and vessels requiring high propulsive efficiency, i.e. low fuel
consumption.
Model variations
Each unit custom designed to
suit the vessel
Select from a wide range of
stem lengths
Reduction ratios optimised for
application
Technical data
Thruster type Max Input Input speed Dry wt* (t) Max Prop. Dia
Power (kW) (rpm) (mm)
CONTAZ 15 2200 900 - 1500 32 3200
CONTAZ 25 3000 900 - 1500 50 3700
CONTAZ 35 3700 750 - 1200 70 4000
*Dry weight at shortest stem length

72
Azipull thrusters
The Rolls-Royce Azipull is a low drag, high efficiency pulling thruster
that provides both steering and propulsion. It combines the advantage
of the pulling propeller with the flexibility of using almost any type of
drive to suit specific vessel requirements. Azipull thrusters are designed
for continuous service speeds up to 24 knots, while maintaining
excellent manoeuvrability. They offer high hydrodynamic and fuel
efficiency with low noise and vibration levels. A substantial rudder
area delivers excellent course stability. Azipull units also allow the aft
end of the hull to be optimised for minimum resistance and simplified
construction.
Model variations
All Azipull units are available
with CP or FP propellers and
can be delivered with remote
control systems.
PROPULSORS
Technical data
Thruster type Power MCR Input speed Dry wt (t) Prop. Dia
(kW) (rpm) (mm)
AZP085 900 - 1600 1200 - 2000 13 1900 - 2300
AZP100 1400 - 2500 720 - 1800 31 2300 - 2800
AZP120 1800 - 3500 720 - 1200 45 2800 - 3300
AZP150 3000 - 5000 600 - 1000 85 3300 - 4200
73
Underwater mountable
thrusters
A robust, heavy-duty L-drive azimuth thruster specifically designed for
extended and reliable DP operation on offshore rigs and drillships.
Compact construction affords advantages for mounting at the shipyard
and during maintenance. UUC models have two ways of connecting
the lifting wires for underwater removal and mounting. From inside the
ship to the thruster flange or externally to the lifting lugs on the thruster
flange.
Technical data
Thruster type MCR Input Speed Prop. Dia (m)
(kW) (rpm)
3.0
UUC 305 3200 720
3.2
3800 720
UUC 355 3.5
4000 750
4600 720
UUC 405 3.8
4800 750
5200 720
UUC 455 4.1
5500 750
4.2
UUC 505 6500 600
4.5
74
Retractable thrusters
The retractable range uses components from the
Rolls-Royce standard azimuth thruster range and
provides fast hydraulic lifting and lowering of the
unit, enabling it to retract into the hull when not
in use, reducing the vessels drag. The UL models
are designed for horizontal drive with automatic
drive shaft disconnection system. ULE models are
designed for vertical drive. Both are available with
CP or FP propellers.
The lifting and lowering is activated by a push

button on the bridge. Unlocking/locking in
position and the engagement of the drive shaft
coupling is automatic.
Drive shaft arrangement

A complete assembly with a solid shaft including
bearings and a remote controlled clutch and a
flexible coupling for prime mover.
PROPULSORS
Technical data UL
Thruster Max Input Input speed Dry wt Prop. Type Prop. dia
type Power (kW) (rpm) (t) (mm)
UL 601 440 1500 - 1800 6 FP 1300
UL 901 660 1000 - 1800 12 FP 1600
UL1201 880 750 - 1800 16.5 FP / CP 1800
UL 1401 1200 750 - 1800 24 FP / CP 2000
UL 2001 1500 750 - 1800 27.5 FP / CP 2300
UL 255 2200 900 - 1800 47 FP / CP 2800
UL 305 3000 750 - 1600 66 FP 3000
UL 355 3700 720 - 1200 97 FP 3500
Technical data ULE

Thruster Max Input Input speed Dry wt Prop. Type Prop. dia
type Power (kW) (rpm) (t) (mm)
ULE 1201 880 1000 21 FP 1800
ULE 2001 1500 720, 750 32 FP / CP 2300
ULE 255 2200 720, 750 43 FP 2800
75
Swing-up/Combi thrusters
TCNS/TCNC range - In the lowered position
these thrusters act as azimuth thrusters, vectoring
thrust in any desired direction for propulsion or
station keeping.
When raised it swings-up into a garage so that

nothing extends below the ships baseline.
Combi units swing- up into a specially shaped
recess in the hull so it can function as a tunnel
thruster in the raised position, and as an azimuth
thruster when lowered. They also function well
as a get you home emergency propulsor.
Options
Available in powers from 880 to 3,000kW
Suitable for electric or diesel drive
FP or CP propellers
Technical data
Unit type Max. Input Weight (kg)
power speed
(kW) (rpm) Thruster w/ + Hull
steering gear module
TCNS/TCNC 73/50 -180 880 1800 9500 10000
TCNS/TCNC 92/62 -220 2000* 1800 17000 17000
TCNS/TCNC 120/85 -280** 3000 720 - 750 45000 50000
** Delivery upon special request

* For electric drive only
76
Swing-up thrusters
TCNS/C 075 and 100 range These
units can be rapidly swung down and
incorporate an improved nozzle design
with the thruster lower section angled
5 downwards when fully deployed. This
offset directs the propeller slipstream
to limit the Coanda effect, which can
reduce effective thrust. The angle of tilt
can be manually increased by 3.5 to
obtain the best thruster performance
match to the hull.
Units are supplied complete with a small

hull module carrying all the lifting,
locking, steering and transmission
systems. This weld-in module has a
small footprint and can be trimmed by
the yard to suit the installation. The yard
provides the rest of the garage so it can
PROPULSORS
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)
power speed
(kW) (rpm) Thruster w/ + Hull
steering gear module
TCNS/C 075 750 - 1000 1500 - 2000 11100 5100
TCNS/C 100 1665 - 2000 1500 - 1800 19400 9700
77
PROPULSORS
Propellers
Rolls-Royce is a world leader in propeller design and supplies
controllable pitch propellers, fixed pitch propellers, and the
innovative adjustable bolted propeller. Unlike other propulsor
designers we have our own hydrodynamics research centre,
equipped with two cavitation tunnels. In over 40 years of
operation the centre has tested around 1,400 propellers and
waterjet pumps to perfect and prove the design. Rolls-Royce
propellers deliver good fuel economy, low vibration and noise
levels and minimal cavitation.
79
Controllable pitch propellers
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,

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

improved efficiency, strength
and cavitation properties.
Computational fluid dynamics (CFD)

and cavitation tank testing were
used to refine the contours of the
propeller hub and blade roots for
optimum performance.
Key features:
Two main hub types are avaliable: Bronze or stainless steel blades
'standard' for speeds below 30 and hub can be specified
knots and 'H' for speeds above O pen water, nozzle, and
30 knots ice-class options
The CP-A hub offers normal pitch Full US Mil-Spec shock versions
control and can be supplied with are avaliable
full blade feathering for reduced
drag when not driving
80
Oil distribution systems
Kamewa CP propellers are available with three types of oil control system,
to match most vessel requirements.
Reduction gearbox
System D-F: The oil
distribution box is
mounted on the forward
end of the reduction
gearbox. Additional
intermediate shafts can
be arranged between the
propeller shaft and the OD box in front of gear
gearbox.
PROPULSORS
System D-M: A separate
shaft carries the oil
distribution box, and
additional intermediate
shafts can be arranged
between the propeller
shaft and the OD OD box in shaftline
box shaft.
System I: Oil distribution

integrated within the
reduction gearbox, also
part of Rolls-Royce
supply.
Oil distribution
integrated in
reduction gear
81
Fixed pitch propellers
Propeller designs are matched to the vessel's hull and its operating profile.
The characteristics of our Bird Johnson and Kamewa range of propellers are
good fuel economy, low vibration/noise levels and no harmful cavitation.
Monobloc FPPs are

supplied with four,
five and 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
Promas optimised
SKF propeller sleeve mounting

Propellers can be supplied with the SKF
propeller sleeve. It is a keyless high-grade
steel sleeve with a cylindrical exterior
and tapered interior that simplifies
propeller removal and mounting. It offers
considerable cost savings in terms of
downtime, maintenance and repairs,
and allows full interchangeability with a
spare propeller. The SKF propeller sleeve
The SKF propeller sleeve
also speeds up the installation process, simplifies propeller removal
eliminating match making or gauges. and installation.
82
Adjustable bolted propellers
The adjustable bolted propeller (ABP) allows the most efficient blade
matching for optimum efficiency while simplifying installation. It uses a
hollow hub with four, five or six blades bolted to it from the inside. The
special bolts used to attach the blades require only simple hand tools.
Slotted holes in the hub allow the blade pitch angle to be adjusted
in service to compensate for variations in hull resistance through life.
The propellers overall weight is reduced for easier shipment, handling
and mounting. Individual blades can be replaced without drydocking.
Range from 3.000 kW up to 75MW.
Key features:
Spare propeller not needed Hollow hub reduces weight and
Stainless steel or NiAl-bronze extends bearing life
blades B lade change possible without
Slotted holes for step-less blade drydocking using simple hand
pitch adjustment tools
Four to six blades
PROPULSORS
Blades are attached with special bolts using

5 Blade ABP. only hand tools.
83
Courtesy of Austal
Waterjets
PROPULSORS
The waterjet has many advantages over a propeller. The very high
efficiency of the Kamewa waterjet pumps offer higher speeds
for the same power or substantially lower fuel consumption at a
constant speed with less power.
Waterjets also give the engine an easier life. At constant rpm the
waterjets absorb approximately the same power regardless of
the vessels speed, so the engine can not be overloaded, giving
it a longer lifetime.
Typically waterjets produce less vibration and noise, improving

passenger comfort levels. At speeds over 20 knots noise and
vibration can be reduced by more than 50%.
Waterjets for naval applications can be built for special requirements

regarding signature, shock and other higher requirements.
Rolls-Royce control systems offers excellent manoeuvrability,

allowing vessels to be berthed quickly and with high precision.
Kamewa waterjets are designed for ease of installation, in hulls

made of different materials, reducing vessel build time and
simplifying shipyard logistics. They can be supplied with steering
and reversing buckets or as booster units providing forward thrust
only.
85
Steel series
Our steel waterjets
have the best pump
efficiency on the market.
Rolls-Royce can offer the best
performance for any application and requirements thanks to different
pump types and our modularised scope of supply. Also the requirement
for high efficiency at speeds around 30 knots can now be met.
The high efficiency can be utilised for reduced fuel consumption for a given
workload and consequently reduced CO2 emissions, as well as increased
range. In addition, use of inboard hydraulics also reduces the risk of oil spills.
The steel series incorporates numerous improvements made possible by

advanced design calculation methods and testing and production techniques.
Our modular set-up means two alternative steering and reversing units
are available.
The compact split type reversing bucket and steering nozzle enables superior
position keeping and manoeuvrability at low and high speeds. This helps
to reduce fuel consumption. It also cuts noise and emissions in harbour
manoeuvring and saves time, as well as improving safety. In high speed turns,
the jets maintain speed with high efficiency a highly valued benefit
for patrol vessels and other vessels.
The box shaped steering and reversing unit occupies the smallest possible
installation space. This is important for fitting into narrow hulls, such as
trimarans. On yacht applications the reversing bucket must fit under the
swimming platform.
Close attention has been paid to extending service life. Maintenance is

intended to be easy and needed only infrequently, with a time between
overhauls involving replacement of parts subject to wear up to 25,000
running hours or five years. As an option
larger waterjet shaft seals can be replaced
with the vessel afloat using the inflatable
seal provided.
Several types of controls systems

are available. From the most
rugged system typically for
86
patrol vessels, via a standardised system for easy installation and to a new
system which can be customised to meet most demands.
The later is the CanMan Touch, a touch-screen based control system.

Among its features are Auto Positioning automatic manoeuvring
which controls the jets to keep the vessel at a desired point.
Skid version waterjets can also be supplied with a factory- mounted

and pre-calibrated control box.
Technical data
Waterjet Max power Forward
steel series (kW) propulsion
25 450
28 570
32 750
PROPULSORS
Zero
speed
36 950
40 1250
45 1500
50 2000
Reversing
56 3000
63 4000
71 4500
80 6000
Steering
90 8000 port
100 10000
112 12000
125 16000
140 20000 Steering

starboard
160 25000
180 30000
200 36000
Max power is related to high speed Steering and manoeuvring forces are
(+ 50 knots), lower speed will require larger obtained by moving the bucket up and
waterjet size. down the nozzle from side to side.
87
Steel series Modular installation
Steel series waterjets are designed to be easy to install in hulls
constructed from different materials. The owner or yard can choose from
three delivery concepts, each of which can also have a choice of three
different materials for the inlet duct.
Rolls-Royce recognises that shipyards have their individual preferences

for the way in which a waterjet is integrated into the vessel, the installation
sequence, and whether the inlet duct is supplied or built by the yard to
drawings.
Depending on size, the delivery programme is divided into three ways

of supplying steel series waterjets.
The first is that the yard receives the waterjet as a complete skid mounted
unit with pump and inlet together and possibly even the hydraulics
mounted. This results in a simple and effective installation.
The second option is that the inlet, hydraulics and controls are supplied
as a loose items, while the waterjet unit is supplied as a separate unit
to be bolted in place at a later stage of the construction of the vessel.
The third option appeals to shipyards that prefer to fabricate their own
inlet ducts as part of the hull construction using the same material. This
way they can achieve to have highest strength of the hull as well as the
Delivery program - Steel series
Steel inlet
Aluminium inlet
Composite inlet
The final data is subject to application and to be confirmed by Rolls-Royce.
88
optimal inlet duct efficiency. In this case Rolls-Royce supplies the waterjet
unit with controls and hydraulics, and provides the drawings with
optimum inlet shape for the yard to manufacture.
Irrespective of which of these options is chosen, the inlet can be made

of steel, aluminium or composite (FRP) to suit the material chosen for
the hull. In all cases the pump which forms the outboard unit will be
in stainless steel.
Different impeller blade pitch angles are The impellers task is to pressurise the
available for fine adjustment of the rpm for water. The reaction force that is created
optimum performance. when the water leaves the pump is utilised
to propel the ship.
PROPULSORS
Delivery programme
The diagram shows the nine ways in which a steel series waterjet can
be supplied, with a choice of three materials for the inlet duct and three
ways of delivering the waterjet to suit yard or owner preferences.
Delivered as separate units Jet + inlet drawing
Box shaped steering and reversing unit is available for upper half of the size range
89
Aluminium series
Major components
in aluminium make for a
light and efficient waterjet.
The aluminium inlet duct is
integral with the thrust bearing and
hydraulic system making the waterjet a
complete package.
The pump section is outboard and uses an axial flow aluminium pump.
The interior surface of the impeller housing lined with a special rubberlike
material to minimise wear and noise. Impeller and shaft are made of
stainless steel.
Aluminium series waterjets provide a high volume flow from the axial
pump, with a good driving thrust at lower speeds making them suitable
for both planing and displacement craft. They can be installed as single,
twin, triple or quadruple systems to suit the vessel design, with
steering/reversing or as boosters.
Impellers are made to match optimally the engine and gearbox range
available for best performance.
Aluminium waterjets are normally supplied as skid-mount self-contained

units ready for rapid installation, but tailor-made inlets can be provided
Axial flow impellers are made to

match engine rpm for optimal
performance.
90
to meet particular requirements, for example specialist naval craft.
Complementing the waterjets, modular interceptor trim tabs are
available which bolt directly to the waterjet and help control boat
trim and ride.
All waterjets are supplied with a control system ideal for smaller fast
boats whose operator interface can be console or chair mounted to
suit the customers preference.
Technical data
Waterjet Max power
aluminium series (kW)
240 260
270 370
PROPULSORS
310 500
340 460
37 585
41 735
45 885
500 1100 Typical applications:

Smaller waterjets - high speed vessels
550 1390
such as:
Smaller passenger ferries
600 1800
Rescue crafts
67 2000 Smaller naval craftss
Wind farm support vessels
91
PROPULSORS
Tunnel thrusters
The tunnel thruster is designed to provide side force to the ship
to enhance manoeuvring capability in port or additional station
keeping power when dynamic positioning. Versions specified
should be matched to the vessel application. All are available
with CP or FP propellers, and for ships requiring maximum
passenger comfort, we have the Super Silent range. A system
normally consists of the thruster unit with tunnel, hydraulic
equipment, remote control and electric drive motor with starter.
93
Tunnel thrusters
Users can select from eleven diameters
and four different models, in
each size designed to suit
a specific application.
AUX: Standard type for auxiliary

use only
ICE: High ice-class with stainless
steel propeller blades
DPN: Continuous DP service - shallower
draught vessels
DPD: Continuous DP service - deeper
draught vessels
Units comprise standard tunnel, propeller unit, hydraulic system and

remote control.
Key features:
Available with FP or CP propellers
Skewed blades for efficiency/ low noise
Heavy duty propeller for DP units
Shaft seal pressure control with drain connection in DP thrusters
Mechanical locked bearings in DP thrusters
94
Technical data
TT Tip speed Motor Propeller Power Prime
size m/s RPM RPM mover
AUX DP type
1100 CP 330 - 390 300 - 350 El. motor

26.8 - 32.0 1465 - 1755 465 - 556
1100 CP 290 - 340 260 - 310 Diesel
1300 CP 495 - 595 445 - 535 El. motor
26.5 - 31.8 1470 - 1760 390 - 467
1300 CP 435 - 520 390 - 475 Diesel
1300 FP 26.5 - 31.8 1470 - 1760 390 - 467 390 - 500 350 - 450 El. motor
1650 CP 1180 - 1770 720 - 865 645 - 780 El. motor
27.0 - 32.3 312 - 374
1650 CP 1475 - 1770 630 - 760 570 - 685 Diesel
1650 FP 27.0 - 32.3 1180 - 1770 312 - 374 600 - 720 530 - 640 El. motor
1850 CP 24.2 - 32.7 1180 - 1770 250 - 337 880 - 1050 700 - 950 El. motor
1850 CP 27.2 - 32.7 1475 - 1770 281 - 337 780 - 930 700 - 840 Diesel
1850 FP 24.2 - 32.7 1180 - 1770 250 - 337 620 - 860 550 - 770 El. motor
2000 CP 25.6 - 32.8 980 - 1480 245 - 313 1030 - 1400 925 - 1200 El. motor
2000 CP 25.6 - 32.2 1180 - 1480 245 - 307 905 - 1040 815 - 1025 Diesel
PROPULSORS
2000 FP 25.6 - 32.8 980 - 1480 245 - 313 830 - 1150 730 - 1050 El. motor
2200 CP 880 - 1190 225 - 276 1150 - 1510 1050 - 1355 El. motor
26.2 - 31.8
2200 CP 980 - 1190 228 - 276 1020 - 1325 925 - 1190 Diesel
2200 FP 26.2 - 31.8 980 - 1190 228 - 276 750 - 1200 680 - 1070 El. motor
2400 CP 1550 - 1910 1400 - 1720 El. motor
26.6 - 32.3 980 - 1190 211 - 257
2400 CP 1320 - 1680 1180 - 1510 Diesel
2400 FP 26.6 - 32.3 980 - 1190 211 - 257 1100 - 1600 980 - 1500 El. motor
2650 CP 26.9 - 31.6 194 - 228 2050 - 2400 1850 - 2160 El. motor
880 - 980
2650 CP 28.3 - 31.6 204 - 228 1892 - 2110 1700 - 2000 Diesel
2650 FP 26.9 - 31.6 880 - 980 194 - 228 1260 - 1520 1120 - 1350 El. motor
2800 CP 2380 - 2650 2140 - 2385 El. motor
29.2 - 32.5 880 - 980 199 - 222
2800 CP 2090 - 2330 1880 - 2095 Diesel
2800 FP 29.2 - 32.5 880 - 980 199 - 222 1630 - 1800 1450 - 1600 El. motor
3000 CP 25.9 - 32.1 710 - 880 165 - 204 2450 - 3000 2200 - 2700 El. motor
3000 CP 26.8 - 32.1 735 - 880 171 - 204 2210 - 2640 1990 - 2370 Diesel
3000 FP 25.9 - 32.1 710 - 880 165 - 204 1750 - 2150 1520 - 1880 El. motor
3300 CP 25.7 - 31.9 710 - 880 149 - 185 2700 - 3700 2700 - 3330 El. motor
3300 CP 26.6 - 31.9 735 - 880 154 - 185 2730 - 3250 2450 - 2930 Diesel
3300 FP 25.7 - 31.9 710 - 880 149 - 185 2100 - 2850 1850 - 2500 El. motor
95
Super Silent type
The Super Silent (SS) tunnel thruster
has a modified hydraulic power
pack for low noise. It has double
walls through the full tunnel
length and a flexibly mounted
inner tunnel.
Key features:
Reduced tip speed
Noise reduction of up to 10 dB
compared to standard design
Reduction of up to 25 dB can
be reached in combination with
floating floors and other measures
by shipbuilder
Technical data
Thruster type Dia. Motor Propeller Max power
(mm) (rpm) output (rpm) (kW)
TT1850 SS 1850 1180 289 800
TT2000 SS 2200 800 225 1205
TT2200 SS 2200 1190 242 1150
TT2400 SS 2400 1190 230 1500
TT2400 SS 2800 880 119 2140
96
Permanent magnet
The Permanent magnet tunnel thruster (TT-PM)
is the latest tunnel thruster design from
Rolls-Royce and has been engineered
with reliability and through life costs
as the focus. Using permanent
magnet motor technology
increases efficiency and makes
the installation more compact,
only the variable frequency drive unit
is housed in the thruster room, freeing up
space on board. It also simplifies maintenance
as the patented mount means units can be removed
and replaced without drydocking. PM thrusters are currently available in
two sizes with powers of 1,000 and 1,600 kW. These thrusters have been
developed for the most demanding applications such as DP.
Key features:
Efficient and space saving PM technology
Fast response times to full power
PROPULSORS
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
Robust centre shaft carries all propeller loads
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.
Technical data
Thruster Dimensions Weight Performance Hull
type (mm) (kg) mount
Prop. Tunnel Thruster Connection Total dry Power Max Prop.
Dia Dia Dia & mounts weight MCR thrust type
(kW) (kN)
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

97
98
PROPULSORS
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.
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.
99
Promas
Promas + nozzle Promas
Promas integrates the propeller, a hubcap, rudder bulb and the rudder
itself into a single hydrodynamic efficient unit.
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 leading edge,
optimized for the flow from the propeller, which converts to into additional
forward thrust some of the swirl energy in the slipstreams that is normally lost.
The result is an increase in propulsive efficiency of up to 8 per cent depending

on the application, leading to reduced fuel consumption and emissions.
Large steering forces can also be developed.
Promas has been developed using the latest CFD technologies together
with extensive model testing in our own hydrodynamic research centre
facility. As the risk of hub vortex cavitation is removed., the radial distribution
of hydrodynamic loads on the propeller blades can be modified, reducing
tip loading and helping to limit the intensity of blade pressure pulses (up to
25per cent) and associated noise and vibration.
Promas + nozzle
A new nozzle, propeller, hubcap, bulb and rudder profile combined and
designed as one unit to maximise free-running efficiency and improve
bollard pull. Water flow leaving the nozzle passes over the special profile
rudder to provide high steering forces yet minimum drag. Testing
indicating bollard pull improvement of more than 5% possible and a
fuel reduction of more than 15% in transit.the special profile rudder to
provide high steering forces yet minimum drag.
Key features:
Propeller and rudder designed as a single system for optimum efficiency
Propulsive efficiency increased by 3 8 per cent
Nozzle option can reduce fuel consumption in transit by 15 per cent or more
Improved low speed manoeuvrability
Improved possibility for low pressure pulse/low noise propeller design
Almost as easy to install as a conventional propeller-rudder system
Simple and robust with short payback time
100
Propulsive efficiency improved
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. 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

2%
Conventional
0%
-2%
PD[%]
-4%
-6%
Promas
-8%
-10%
PROPULSORS
-12%
10 12 14 16 18
Ship speed (kn)
The rudder area, profile shape and position are identical for the
conventional and Promas cases in the graphs below. So the increase
in efficiency shown is the pure effect of the bulb, hubcap, rudder
twist and adapted propeller design.
Relative power delivered vs. ship speed - twin screw vessel

2%
Conventional
0%
-2%
PD[%]
-4%
-6%
Promas
-8%
-10%
-12%
14 15 16 17 18 19 20 21 22
Ship speed (kn)
101
Improved manoeuvring at low speed
At low speed manoeuvring ie. harbour manoeuvring, a maximum 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
0.4
C2[-]
0.3
0.2
0.1
0.0
0 10 20 30 40 50 60 70
Rudder angle (deg)
102
Promas Lite
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:
Welding a prefabricated bulb in position on the existing rudder
Bolting the hubcap to the propeller hub
PROPULSORS
Fitting of a new propeller or reblading the original one
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 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 and tear on the
engine.
Key features:
Reduced fuel consumption of Short payback time
between 5 15 per cent Simple and quick installation
Lower exhaust emissions (7 10 days)
Before installation. After installation.
103
PROPULSORS
Podded propulsors
The Rolls-Royce electrical pods, type Mermaid 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 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.
105
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.
Key features:
Powers from 5 to 27MW E nvironmentally friendly sealing
Synchronous motor with arrangement
brushless excitation, or R emote controlled brake and
induction motor locking unit
Excellent manoeuvring P ulling azimuth unit for maximum
capability propulsive efficiency.
Flexible machinery arrangement
with simpler machinery
installation
High efficiency with low noise
and vibration
Technical data
Standard Power Power Shaft Weight Prop. dia. Speed
Mermaid Synchronous Induction speed (t) (m) (knots)
sizes motor (MW) motor (rpm)
(MW)
185 6 - 11 6 - 11 110 - 210 70 - 115 3.6 - 5.4
210 8 - 16 8 - 16 105 - 195 110 - 155 4.1 - 5.9
232 11 - 20 11 - 20 100 - 180 145 - 190 4.5 - 5 Up to 24
250 13 - 23 13 - 23 95 - 170 185 - 220 4.9 - 7
277 15 - 27 15 - 27 90 - 160 210 - 270 5.4 - 8.0

106
1
PROPULSORS
3
Main components
1. Cooling cubicle: Mounted on the 3. Pod seating: Custom built for each hull.
steering unit and contains the fans, Is delivered fairly early to the yard and
coolers and air drying equipment. becomes an integral part of the hull.
2. Steering unit: The steering machinery 4. Pod unit: Rotates 360, +/- 35 in transit.
is mounted in the pod seat and contains Equipped with slip rings and fluid
the slewing bearing, steering gear wheel distribution swivel inside steering unit.
and steering motors. These can be either
electric or hydraulic.
107
Mermaid ICE and HICE
Mermaid ice-strengthened pods are specifically designed for all vessels
that operate in the toughest arctic conditions. Mermaid ICE units are
designed to IACS PC4 and provide excellent hydrodynamic performance
for open sea voyages for fuel savings in a mixed operating profile. HICE
pods (illustrated below) for heavy duty ice applications are designed for
ice classes to IACS PC1. Both types are equipped with robust heavy duty
induction PWM motors with high torque at low rpm suitable for tough
ice milling conditions.
HICE pods are designed for

heavy duty applications.
Technical data
Pod size Bollard pull Shaft speed Weight
(MW) (rpm) (t)
185 4-7 110 - 170 80 - 145
210 6 - 11 105 - 155 70 - 115
232 8 - 13 100 - 147 110 - 155
250 10 - 15 95 - 140 145 - 190
277 12 - 18 90 - 132 250 - 325
108
Key features:
Power range 5 to 18MW S tainless steel fixed pitch
Induction PWM motor propeller with bolted blades
High torque at low shaft speed for simple change out
for good ice milling capability
Stator shrink fitted to pod
housing for efficient cooling
2000
1800 12-18 MW
1600
10-15 MW
1400
Bollard pull thrust (kN)
8-13 MW
1200
1000
PROPULSORS
800 5-11 MW
600
400
200
0
0 2000 4000 6000 8000 10000 12000 14000 16000 18000
Shaft power (kW)
210 232 250 277
Prop. dia Bollard pull thrust (kN) Open water speed (knots)
(m)
3.2 - 4.5 450 - 850
3.7 - 5.0 950 - 1200

Up to 20
4.5 - 5.65 1550 - 1500
4.7 - 6.0 1200 - 1650
5.2 - 6.6 1300 - 2050
109
Mermaid PUSH
The Mermaid pushing pods are designed for low speed, high load and
high bollard pull applications. Fitted with a hydrodynamically optimised
nozzle for maximum efficiency, they enable offshore operators to utilise
the full benefits of space saving electrical pod propulsion.
Technical data
Pod size Bollard pull Shaft speed Weight
(MW) (rpm) (t)
185 4-8 110 - 190 60 - 120
210 7 - 12 105 - 160 110 - 160
110
Key features:
Power range 4 to 11MW U nderwater mountable option
Induction or Synchronous motor for most hull designs
Excellent performance for Choice of fixed pitch monobloc
applications requiring high or bolted propeller
thrust and reliability
1800
1600
1400
Bollard pull thrust (kN)
7-11 MW
1200
PROPULSORS
1000
4-7.5 MW
800
600
400
0 2000 4000 6000 8000 10000 12000 14000
Shaft power (kW)
185 210
Prop. dia Bollard pull thrust Speed

(m) (kN) (knots)
2.7 - 4.5 550 - 1250

Up to 16
3.6 - 5.2 950 - 1750
111
REDUCTION GEAR
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 can be
specified with one-step reduction up to 6.1 - 6.3 and two-step
reduction with max. ratio up to 12:1.
113
GHC type: max. torque output - 90 to 950 kNm
A vailable with a range of both vertical and horizontal shaft offsets
F our configurations can be specified:
Standard GHC
P with primary
(power take in/off) PTI/PTO
S with secondary PTO
SC with secondary
PTO and clutch
Technical data
Technical data GHC GHC-P GHC-S (C)
Max. torque in (kNm) 23 - 275 23 - 275 23 - 275

Max. torque out (kNm) 90 - 1100 90 - 1100 90 - 1100
Reduction ratio min. 1.8:1 - 2.0:1 1.8:1 - 2.0:1 1.8:1 - 2.0:1
Reduction ratio max. (one step) 6.0:1 - 6.3:1 6.0:1 - 6.3:1 6.0:1 - 6.3:1
Reduction ratio max. (two step) 12:1 12:1 12:1
Gearbox PTO/PTI transmitted
- 800 - 5.000 1.000 - 5.000
power (kW)
PTO/PTI speed (rpm) - 1.200 - 1.800 1.200 - 1.800
PTO/PTI max. Ratio - 1:3 1:3
PTO/PTI min. Ratio - 1:1 1:1.33
Integrated hydraulic system with Rolls-Royce gear

Hydraulic for pitch, clutch and lubrication is mounted on and integrated
on the gearbox in combination with Rolls-Royce main propeller. The
hydraulic oil inlet ring (OD-box) and pitch control valves are integrated
in the reduction gearbox. The gearbox also incorporates the propeller
pitch feed back system.
Oil inlet ring
114
Standard GHC vertical Standard horizontal offset
offset reduction gear. GHC-S reduction gear.
Vertical offset GHC-P with Horizontal offset GHC-B-P with

primary PTI/PTO. primary PTI/PTO.
Vertical offset GHC-S /SC with Horizontal offset GHC-S-S/SC REDUCTION GEAR
secondary PTO. with secondary PTO.
Technical data
Gear configuration
Mode Descr. No Primary Secondary Secondary ` Double

no. PTI/PTO PTI/PTO PTI/PTO PTI/PTO clutch
w/clutch
- P or KP S or KS SC or KSC AGHC-PC/SC*
or KP
Propulsion Will spin Will spin Will spin
1 OK OK
only generator generator generator
Check power Check power

Propulsion Not system design system design
2 OK OK
+ PTO possible and DP and DP
requirements requirements
Propulsion Not
3 OK OK OK OK
+ PTI possible
Not Not
4 PTI only OK OK OK
possible possible
Not Not Not
5 PTO only OK OK
possible possible possible
115
STABILISATION AND
Stabilisers
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.
117
Fin stabilisers
Rolls-Royce manufactures the broadest range of stabilisers in the market,
suitable for commercial or naval vessels of all sizes. The most recent
addition is stabilisation at rest (SAR) specifically developed for large
yachts using retractable fins a world first.
Non-retractable stabilisers
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.
Technical data
Model Max. Fin Maximum dimensions (m) Weight*
Area (m2) (kg)
A B C
NR22 1.9 - 4.8 1.30 1.35 2.26 6800 - 12200
NR26 5.0 - 6.5 1.30 1.70 2.82 14400 - 18600
NR30 7.0 - 9.0 1.50 1.88 3.00 21100 - 26600
NR35 9.5 - 12.0 1.75 1.95 3.55 29900 - 36720
NR41 13.0 - 16.5 2.00 2.20 4.10 42400 - 52100
*Weights shown include the hull plates
118
Gemini
The compact and ruggedly designed Gemini range is supplied with
a plain high performance fabricated fin and is suitable 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 against ease of installation.
C
STABILISATION AND
A
MANOEUVRING
Technical data
Model Max. Fin Maximum dimensions (m) Weight*
Area (m2) (kg)
A B C
10 1.4 1.20 1.17 0.72 3420
20 2.0 1.55 1.29 0.9 5710
30 3.2 1.86 1.72 1.11 10160
*Weights shown include the hull plates
119
Retractable stabilisers
The Neptune and Aquarius retractable-fin stabilisers both incorporate a
one-piece fin construction, with a 'fishtail' high-lift profile. When not in
use, the fins are folded into recesses in the hull, flush with the 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.
Technical data
Model Max. Fin Maximum dimensions (m) Weight
Area (m2) (kg)
A B C D
A25 1.06 - 2.05 2.44 3.77 4.37 3.14 9700 - 10800
A50 1.82 - 3.51 3.19 4.94 5.54 4.66 19300 - 20800
A100 4.21 - 5.78 3.99 6.18 6.78 5.00 35500 - 40200
120
Neptune
The Neptune one-piece fin is built of fabricated materials, with a modified
NACA section to maximise lift properties and minimise drag.
STABILISATION AND
MANOEUVRING
Technical data
Model Max. Fin Maximum dimensions (m) Weight
Area (m2) (kg)
A B C D
N200 5.45 - 7.48 4.54 6.68 7.28 5.6 44000 - 52000
N300 7.00 - 9.62 5.14 7.54 8.14 6.31 67500 - 78100
N400 9.42 - 12.95 5.97 8.71 9.31 7.29 90000 - 102500
N500 12.5 - 17.19 6.88 9.96 10.56 8.37 127000 - 142000
N600 16.24 - 22.33 7.84 11.35 11.95 9.99 190000 - 209000
121
Stabilisation-at-rest
The stabilisation-at-rest system uses the proven and reliable Aquarius
and Neptune ranges of retractable stabilisers. The system is ideal for
medium to large yachts and is the worlds first to be made available
with the benefits of retractable fins.
The fins can be folded away when not required to improve safety,
maintain manoeuvrability in confined spaces or when travelling at high
speed. With the fin retracted drag is negligible, and compared to the
industry standard there is also less fin drag in the working condition.
`Active fin control and advanced hydrodynamic design give outstanding

roll reduction at anchor and the usual excellent performance whilst
underway.
Key features:
Rolls-Royce retractable stabilisers will deliver the required roll reduction
with only a single pair of fins
Fewer components and the sub-systems means reliability, and availability,
with less maintenance
Units normally fit into the main machinery space, with simple access for
routine maintenance
Electro-hydraulic actuation for low noise
Stabiliser fins have a larger surface area

for optimum performance at rest.
122
Neptune stabilisation at rest stabiliser
Aquarius stabilisation at rest stabiliser
D
B
STABILISATION AND
MANOEUVRING
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

A50 4.79 - 6.1 3.19 4.94 5.54 4.66 24000
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
123
Steering gear
STABILISATION AND
Rolls-Royce supplies a complete range of steering gear suitable

MANOEUVRING
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.
125
SR series
The SR series is suitable for small to medium-sized vessels. The steering
gear is designed with integrated frequency controlled pumps.
The pump utilises a reversible hydraulic pump motor together with a
frequency converter to reduce the power consumption and to change the
speed and the direction of the pump. The design gives smooth starting
and stopping of the steering gear, and enables a precise analogue
control system. The pump units are mounted directly on the rudder
actuator, which lessens the need for piping work on board a vessel.
Full frequency control means the pumps and motors are only running
when a steering command is given, this reduces the amount of heat
generated and leads to cleaner hydraulic system, improving the lifetime
of components.
Key features:
Compact A vailable with steering control
Low weight and rudder angle indicators as
Easy installation one complete system
Easy maintenance B uilt-in rudder carrier
High positioning accuracy P olymer sealings internally for
No external moving parts optimal tightness
Up to 700rudder angle S imple and robust components
Technical data
Type Std. rudder stock Max working Max working
diameter (mm) pressure (bar) torque (kNm)
SR562L 120 54 16
SR562 160 133 40
SR622 200 125 70
SR642 240 125 110
SR662 280 125 170
SR722 300 125 275
SR723 320 125 412
SR742 340 125 433
SR743 360 125 650
126
Fact Sheet
Fact Sheet
Advantages of Rolls-Royce FCP system Frequency controlled pumps

Low temperature
Advantages of Rolls-Royce FCP system Frequency controlledFrequencypumps controlled pumps are used for manoeuvring pump and directs the oil flow
Low spare cost
Low temperature Frequency controlledthe whole
pumpsSRare andusedSV series
for ofmanoeuvring
Rolls-Royce pump to the
andchambers
directs theofoiltheflow
actuator.
Low noise
Low spare cost the whole SR andsteering
SV seriesgear.ofThis system utilises
Rolls-Royce to athe
reversible
chambers of the actuator.
The rudder will then turn in the direction
Low noise Low energy consumptionsteering gear. This hydraulic pumpa reversible
system utilises and motor together with a
The rudder will then turn in the direction signal. When the
corresponding to the order
Low weight
Low energy consumption hydraulic pump and frequency converterwith
motor together for changing
a the speed
corresponding to ordered
the orderposition
signal. is reached,
When the the manoeuvring
Low weight Analog control frequency converter andfordirection
changing of the
thepump.
speed This gives smooth
ordered position ispumpreached, will
thestop and a hydraulic blocking
manoeuvring
Cleaner hydraulic systemand direction of the
Analog control start
pump.andThisstop
givesofsmooth
the steering gear and
pump will stop and valveawill lock the blocking
hydraulic position of the rudder.
High
Cleaner hydraulic position accuracy start and stop ofenables
system a precisegear
the steering analog andcontrol system.
valve will lock the The actuator
position of theis rudder.
normally supplied with two
High positionaccuracy
High security The pumps
enables a precise analog andsystem.
control motors are mounted directly
independent
The actuator is normally suppliedpump withunits,
twoeach driven by an
High security Reduced life-cycle costs The pumps and motorson the arerudder
mounted actuator
directlywith all necessary
independent pump electric
units,motor.
each driven by an
Simple
Reduced life-cycle costsinstallation fittings installed
on the rudder actuator at our production facilities.
with all necessary
electric motor. The motor controller (frequency converter)
Small storage tank
Simple installation fittings installed atThis
ourlimits the need
production for piping onboard the
facilities.
The motor controller of each pump unit
(frequency has separate and
converter)
Small storage tank
Smooth start/stop This limits the needvessel.
for piping onboard the
of each pump unitindependent
has separatesupply
and from the main
Variable rudder speed vessel.
Smooth start/stop The actuator is completely filled with
independent supply switchboard.
from the mainEach of the two control systems
Variable rudder speed The actuator is hydraulic
completelyoil, when
filledleaving
with the factory.
switchboard. Eachisofpowered from the
the two control corresponding motor
systems
hydraulic oil, when leaving the factory.
Functional description is powered from controller. The twomotor
the corresponding systems are therefore
Functional description
The power unit consists of a reversible pump
controller. The two bothsystems
hydraulically and electrically separate.
are therefore
unit, flexible
The power unit consists coupling
of a reversible pump and electric motorlicallyAand
both hydrau fault in one system
electrically will therefore not
separate.
mounted
unit, flexible coupling and toelectric
the top motorof the actuator. The system
A fault in one interfere with thenotoperation of the other
will therefore
SR series: 16 - 650kNm mounted to the ruddertop of command

the actuator.
rudder command signal operates the
signalTheoperates the with thesystem.
interfere
system.
operation of the other
B
B
C
C
C
STABILISATION AND
A
MANOEUVRING
The SR series of Rolls-Royce steering gear

The SR series of Rolls-Royce steering gear
Type Std. rudder Max Max Max mech Weight Max Max Depth A Height B Width C
Type stock working working rudder approx radial axial [mm] [mm] [mm]
Std. rudder Max Max Max mech Weight Max Max Depth A Height B Width C
stock dia [mm] working
working pressure [bar]rudder
torque [kNm]approx
angle [deg]radial [kg] load [kN] [mm]load [kN]
axial [mm] [mm]
dia [mm] pressure
SR562L FCP [bar]
120 torque [kNm]
54 angle [deg]
16 [kg]
2x61.0 load [kN]400 load [kN]175 104 1230 390 900
SR562L FCP SR562
120 FCP 54 160 16 133 2x61.0 40 4002x61.0 175 400 104 175 1230 104 390 1230 900 390 1150
SR562 FCP SR622
160 FCP 133 200 40 125 2x61.0 70 4002x72.0 175 620 104 400 1230 200 390 1210 1150 675 980
01.Steering-2 of 2-27.06.08
Max mechanical 125 240

Weight Max radial Max axial
SR622 FCP SR642
200 FCP 70 125 2x72.0110 6202x72.0 400 920 200 600 1210 250 675 1330 980 765 1090
01.Steering-2 of 2-27.06.08
SR642 FCP SR662

240 FCP 125 280 110 125 2x72.0170 9202x72.0 6001800 250 700 1330 354 765 1430 1090 810 1180
rudder angle (deg)

SR662 FCP
SR722 FCP
SR722
280 FCP
SR723
300 FCP
125 300
125 320
170
275
125
125 approx. (kg)
2x72.0275
2x72.0412
18002x72.0
27502x44.0
7002750
8552800
354
370
load (kN)
855
855
1430
1610
370
370
810
875
1610 1180
1610 1470
875
875 load (kN) 1470
1470
SR723 FCP 320 125 412 2x44.0 2800 855 370 1610 875 1470
2 x 61 400 175 104

Rolls-Royce Marine AS 2008 Rolls-Royce plc
Steering Gear - Tennfjord Whilst this information is given in good faith, no
2 x 61 400
Rolls-Royce Marine AS N-6264 Tennfjord, Norway
Steering Gear - Tennfjord
N-6264 Tennfjord, Norway
Tel: +47 815 20 070 Fax: +47 70 20 89 00 175
2008 Rolls-Royce plc warranty or representation is given concerning such
Whilst this informationinformation,
is given in good
warranty or representation
faith,
which must
is given concerning
nonot be taken as establishing 104
E-mail: tenfjord@rolls-royce.com any contractual or other such
commitment binding upon
Tel: +47 815 20 070 Fax: +47 70 20 89 00 information, which must not be taken as any
establishing
2 x 71.5 620 400 200

www.rolls-royce.com Rolls-Royce plc or of its subsidiary or associated
E-mail: tenfjord@rolls-royce.com any contractual or other commitment binding upon
companies.
www.rolls-royce.com Rolls-Royce plc or any of its subsidiary or associated
companies.
2 x 72 920 600 250

2 x 72 1800 700 354
2 x 72 2750 855 370
2 x 44 2800 855 370
2 x 72 3700 1400 480
2 x 44 3750 1400 480
127
RV/IRV series
The RV series of steering gear is suitable for large and medium sized
vessels and is available with 2, 3 and 4 vane options. A dual, submerged
pump powerpack simplifies installation as no expansion tank is needed.
Modulated flow control gives a soft start and precise control for small
rudder movements. The IRV series incorporates a double sealing system,
completely separating the actuator into two individual pressure systems.
Automatic isolation of the actuators dual hydraulic system is a feature
to meet IMO single failure criteria for large tankers over 100,000dwt.
They can be supplied with steering controls, CANBUS alarm system and
rudder angle indicators.
RV/IRV 2 & 3 vane: 430 3916kNm

Key features:
Rudder angles 35 - 70
Complies with IMO regulations
Compact and lightweight
Installation with reamer bolts or stoppers
Modulated flow for precise rudder
2-Vane :
movements up to 70 rudder angle
3-Vane :
up to 45 rudder angle
128
RV/IRV 4 vane: 845 6550kNm
Key features:
Compact size
Excellent power-to-weight ratio
Simplified maintenance: 4-piece
split bearings and seals on base
and cover
Integrated storage tank and
rudder carrier
Full overhaul possible without 4-Vane :
removing the rudder stock 35 rudder angle
connection for steering gear sizes
of RV2600-4 and over
STABILISATION AND
MANOEUVRING
An integrated lifting device

enables access to all bearings
and seals without loosening
the rudderstock connection.
129
Technical data
Type Max Max working Max working Friction loss in
rudder stock pressure Torque rudder carrier
diameter (mm) (bar) (kNm) (kNm)
RV450-2 360 80 430 49
RV550-2 390 80 568 53
RV650-3 390 80 644 51
RV700-2 410 80 677 73
RV850-3 450 80 853 56
RV850-4 390 170 846 70
RV900-2 450 80 874 78
RV1050-3 495 80 1015 75
RV1050-4 420 170 1065 87
RV1100-2 510 80 1094 143
RV1350-3 495 80 1312 82
RV1400-2 500 80 1412 91
RV1450-4 470 170 1437 108
RV1650-3 550 80 1641 140
RV1700-2 560 80 1708 156
RV1850-4 510 170 1860 132
RV2050-2* 580 80 2029 163
RV2600-3 620 80 2563 160
RV2600-4* 580 170 2586 284
RV2700-2* 650 80 2666 176
RV3050-2* 700 80 3024 206
RV3050-3 660 80 3043 206
RV3900-4 670 170 3882 388
RV4000-3 700 80 4000 191
RV4200-2* 730 80 4200 229
RV5500-4* 750 170 5498 495
RV6550-4* 800 170 6565 591

* Available in IMO execution (tankers over 100,000 DWT)
130
Max mechanical Dimension Weight Max radial Max axial
rudder angle AxBxC approx. load load
(deg) (mm x mm x mm) (kg) (kN) (kN)
2 x 71.5 1450 x 890 x 115 3200 1400 500
2 x 71.5 1450 x 1025 x 115 3500 1400 500
2 x 46.5 1450 x 890 x 115 3200 1400 500
2 x 71.5 1600 x 1055 x 140 5000 1800 700
2 x 46.5 1450 x 1025 x 115 3700 1400 500
2 x 36.5 1380 x 1115 x 450 3650 500 450
2 x 71.5 1600 x 1200 x 140 6000 1800 700
2 x 46.5 1600 x 1055 x 140 5000 1800 700
2 x 36.5 1550 x 1144 x 467,5 4410 600 550
2 x 71.5 1900 x 1265 x 195 8000 3000 1250
2 x 46.5 1600 x 1200 x 140 6000 1800 700
2 x 71.5 1600 x 1612 x 140 8100 1800 700
2 x 36.5 1690 x 1225 x 505 5690 600 750
2 x 46.5 1900 x 1265 x 195 8000 3000 1250
2 x 71.5 1900 x 1596 x 195 11000 3000 1250
2 x 36.5 1800 x 1350 x 550 7480 700 900
2 x 71.5 2110 x 1659 x 334 12000 3000 1250

STABILISATION AND
2 x 46.5 1900 x 1569 x 195 11500 3000 1250

MANOEUVRING
2 x 36.5 2040 x 1639 x 658 11000 700 1050
2 x 71.5 2110 x 2050 x 334 15000 3000 1250
2 x 71.5 2400 x 1889 x 339 20000 3000 1800
2 x 46.5 2110 x 1674 x 334 12000 3000 1250
2 x 36.5 2200 x 1803 x 743 14000 900 1200
2 x 46.5 2110 x 1964 x 334 15000 3000 1250
2 x 71.5 2400 x 2046 x 339 24000 3000 1800
2 x 36.5 2560 x 1886 x 771 20000 1250 1750
2 x 36.5 2700 x 1974 x 810 23000 1250 2000
131
Rotary vane steering gear -
for naval applications
The Rolls-Royce naval type of steering gear systems with digital controls
and autopilot have been selected by a large number ofthe world's navies
including the USA, Canada, Malaysia, India, Australia and the British
Royal Navy. The range has been developed to integrate seamlessly with
the vast number of applications deployed in naval fleets.
The compact size of the rotary vane steering gear facilitates ease of
fitting to single or multiple-rudder installations. The standard working
angle of a rotary vane unit is 37 to one side, although gears can be
supplied to give maximum working angles of 70 and 90 to one side.
Key features:
Meets military standards for noise, Compact size suitable for
shock and vibration installation on single or multiple-
Select from a 17 model range to rudder installations
match the application Maximum working angles of
Torques from 20 2,510kNm 70 and 90 to one side can be
specified
The compact naval r

otary vane steering gear.
132
Actuator steering gear
The actuator gear is a cost-effective and reliable solution particularly
where full shock standards are not required. These gears are bespoke
designed to customer requirements and offer high performance at low
cost.
Furthermore, use of the actuator type means fewer interface surfaces

on board because the actuator's anchor brackets can be welded
directly on to the hull cartridge. This means that actuator steering gear
is less tolerance-critical for installation.
If problems occur with the hydraulic driving mechanism, replacing

an actuator is easier than a rotary vane or a ram type of steering gear.
The hydraulic power units can be configured to meet specific customer

requirements. It can also be delivered as a dual or single power units.
Key features:
Specifically designed for C
ost-effective and
corvettes, frigates and destroyers simple installation
Select from a 7 model range M
inimal maintenance
Torques from 50 to 500kNm
STABILISATION AND
MANOEUVRING
Actuator steering gear is fitted to the

UK Royal Navy Type 45 destroyers.
133
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.
135
Conventional spade rudders
TYPE: CB / CM / CS
This range of rudders is built as full spade rudders, with three different
standard profiles and no rudder angle limitation, to ensure optimal
manoeuvrability for passenger, cargo vessels and high-speed craft. The
medium and slim profiles can be combined with a twisted leading-edge
for improved efficiency and reduced cavitation risk.
Speed
CB rudder
Increased propulsive efficiency

Increased manoeuvrability
CM rudder
CS rudder
Special
18 kn 23 kn 25 kn
2.0
1.8
1.6
1.4
1.2
Lift coefficient (-)
1.0 Bulbous
0.8
Medium
0.6
0.4 Slim
0.2
0.0
0 10 20 30 40 50
Rudder angle (deg.)
136
Type CB Type CB:
for lower speeds
A bulbous profile and large vane end plates
improve low speed manoeuvrability. It shares
the same profile as the FB flap rudder and is
typically used for offshore supply, cargo, fishing
and seismic vessels.
Options:
Heel connection module
Wire Guard
Type CM Type CM:

for medium speeds
The profile is optimised to provide good
manoeuvrability with propulsive efficiency,
with a tapered or rectangular blade, meeting
the rudder needs of passenger and cargo
vessels.
Options:
Twisted leading edge
Wire Guard
STABILISATION AND
MANOEUVRING
Type CS Type CS:

for higher speeds
The slim profile increases overall propulsive
efficiency and reduces cavitation risk. The
blade is tapered with rounded corners. It has
the same profile as the FS flap rudder.
Options:
Wire Guard
137
Flap rudders
TYPE: FB / FM / FS
Rolls-Royce has developed and built flap rudders since the 1980s.
The performance of a flap rudder is determined both by the flap, the
link mechanism and the profile, as well as the hull and the propeller.
Rolls-Royce has therefore designed a range of flap rudders suitable for
different types of vessels and functions, to ensure customers receive a
rudder best suited to their vessel's operating requirements.
Speed
FB rudder
Increased propulsive effeciency

Increased manoeuvrability
FM rudder
FS rudder
18 kn 20 kn 26 kn
2.0
1.8
1.6
1.4
Lift coefficient (-)
1.2
1.0 Bulbous
0.8
Medium
0.6
0.4 Slim
0.2
0.0
0 10 20 30 40 50
Rudder angle (deg.)
138
Type FB Type FB:
for low to medium speeds
This rudder has a bulbous profile for maximum
manoeuvring performance. The design also
has large upper and lower vane plates. It is ideal
for use on workboats, fishing vessels, offshore
vessels, small tankers, cargo vessels, ferries and
other coastal vessels.
Options:
Heel connection module
Wire Guard
Type FM Type FM:

for medium speeds
Designed with a moderate profile for enhanced
manoeuvrability and propulsive efficiency.
Options:
Wire Guard
Type FS Type FS:

for medium to high speeds
A slim profile that is purpose-designed to suit
the vessel. The rudder is built around a cast cone
module and has a robust link mechanism and
STABILISATION AND
hinge system to withstand the high forces. It is

MANOEUVRING
also an ideal all-round flap rudder suitable for a

wide range of vessel types.
Options:
Wire Guard
Trunk type:
extended, with steering gear
foundation or standard
Designed for minimum installation
time and cost
Tailor-made for each vessel
The extended trunk is available
with or without fairwater/shell plating
139
DECK MACHINERY
Deck machinery solutions

Rolls-Royce offers an unrivalled range of deck machinery
products and systems, ranging from cost effective winches for
mooring and anchoring vessels to specialised winches, cranes
and handling systems for offshore, tugs, naval ships and many
other types of vessel.
Throughout, the focus is on safety and efficiency.

141
The safest possible working
environment for operators
Rolls-Royce is an
experienced supplier to the
offshore supply and service fleet.
Complete deck machinery packages cover the vessels own mooring

and anchoring requirements. These are tailormade from standardised
modular components, with all types of drive, electric or hydraulic, to suit
the customers preferences, and include anchor windlasses, mooring
winches, warping drums and capstans.
Dry bulk tank installations are designed and supplied, with dome
or cone shaped tanks for cement, barite and bentonite and an easily
operated control and monitoring system. Tanks for other types of liquids
such as brine, drilling mud and special cargoes are incorporated in the
structure of Rolls-Royce designed vessels.
Safer Deck Operations are the focus, and we provide a variety of
equipment that helps make life safer for crew working on deck. Remote
controlled cranes running on tracks along the cargo rails command
the working deck, allowing cargo to be taken over the ships side or
stern from the quay and positioned accurately and safely. ASFA, the
automated sea fastening system then uses chocks running on recessed
tracks in the deck to move and secure containers or other deck cargo
such as pipes firmly in place so that they cannot shift in rough seas.
The newly developed safer hose operating system with retractable

hooks on the side of the PSV captures and controls rig hoses, removing
the crew from hazardous locations.
142
1
6 4
5
3
Product key
1 Cargo rail crane 5 Automated Sea Fastening System (ASFA)
2 Dry bulk tank system 6 Safer hose operating system
3 Capstan winches 7 Anchor and mooring windlasses
4 Tugger winches DECK MACHINERY
The safer hose operating system with retractable The DDC crane have a very large operating
hooks on the side of the PSV captures and controls envelope for efficient performance when
rig hoses, eliminating a former risky manual loading and off loading. The crew use the
operation. remote control system to place cargo safely
anywhere on deck.
143
Deck machinery for offshore
anchor handling tug supply
vessels (AHTS)
Rolls-Royce is the leader in developing the very large anchor handling/
towing winches that are the heart of an AHTS. They are made with
capacities of more than 600 tonnes pull, and with drums capable of
spooling wire rope for the deepest water moorings. These winches and
the control winch system are suitable for all sizes of anchor handlers, and
the winches are tailored to the specific vessel and its operations.
Selection of anchor handling winches

5 - 8000 bhp 8 - 12000 bhp 12 - 18000 bhp
Pull capacity: <150 tonnes Pull capacity: 150 - 300 tonnes Pull capacity: 300 - 400 tonnes
18 - 20000 bhp > 20000 bhp
Pull capacity: 400 - 500 tonnes Pull capacity: 400 - 600 tonnes
Drive options
Our experience shows that the key feature of an AHT winch is rapid
dynamic response. Our low pressure hydraulic driven winches are
established favourites because of their excellent dynamic performance.
The newly developed E26 proportional pressure compensated valve
offers even more precise and responsive load independent speed control,
more accurate tension control and load sensing and less complex piping
installation for the shipyard. A hybrid solution has also been developed
where the normal loads are covered by AC asynchronous electric motors
but with a hydraulic supplement providing quick response to load peaks.
We are also introducing permanent magnet motors, which have similar
dynamic capabilities and controllability as for the low-pressure hydraulic
system for customers who prefer all-electric systems.
144
The illustration indicates many items
of equipment from the Safer Deck
1
Operation portfolio designed to
enhance crew safety.
2
21 23
16
3
20
18
4 17
19 22
14
5 6 11
13 15
7
12
10
9
8
Product key
1 Winch control system and winch chair 12 Storage winches
2 Secondary and storage winches 13 Safer hose operation system
3 Anchor handling cranes with 14 Chain guides

manipulator and wire twister
15 Pennant winder
4 Anchor launch and recovery system
16 Cable lifter changer and storage rack
5 Tugger winches
17 Chain hauling winch
6 Rope tensioner
18 Anchor handling/Towing winches
7 Spooling sheave
19 Tugger winch
8 Stern rollers
20 Special handling winches
DECK MACHINERY
9 Safer pennant receiver

21 Spooling devices
10 Shark jaw, towing pins, centring device
and stop pins 22 Launch and recovery system for ROVs
11 Spooling device for under deck reels 23 Windlass/mooring winch
We offer three drive options

Hybrid electric/low pressure. E26 low pressure system. PM motor drive system.
145
Automated handling systems
for subsea vessels
Deepwater installation will continue to grow
strongly and the number of wells in waters
of more than 1500 metres depth will increase
substantially in coming years.
Rolls-Royce provides a full range of multi-

purpose aft-deck systems for vessels involved
in inspection maintenance and repair (IMR)
and construction work. Our solutions have been
developed to enhance operational efficiency of
our customers.
Features such as active heave compensation, enable vessels to execute
operations in harsh weather conditions, significantly increasing the
operability of our systems.
A principal item of equipment is the Rolls-Royce module handling towers

centred on the vessels moon pool. The tower structure and integrated
equipment is very often customised to dedicated ships or operations,
but always ensure safe and easy access to subsea equipment when
on deck and horizontal guiding of the equipment during launch and
recovery through the moon pool. Our skid systems, consisting of pallets
and tractors, ensure that modules can be transported safely between
the tower and back deck without the need for lifting. The tower can
utilise either traditional wire rope or low weight synthetic fibre rope,
both with high performance and accurate heave compensation.
Active heave compensated subsea cranes are Launch and recovery systems for ROVs
now available with fibre rope using the CTCU Accurate active heave compensation
and storage drum combination. Side launch and moon pool launch
Gentle handling of third party equipment
Automatic launch and recovery to a given
target depth at a given target speed
Hydraulic or AC-driven
146
Product key
1 Subsea cranes
2 Skid and hatch system
3 Module handling towers
4 Launch and recovery

system for ROVs
3
1
The unique and patented CTCU technology allows the traditional

steel wire rope to be replaced with synthetic fibre rope for lifting
purposes. Five frame sizes of CTCU are offered, spanning safe working
loads from 30 to 250 tonnes giving nearly 500 tonnes lift in a two- fall
system.
Remotely operated vehicles play a key role in subsea operations,

DECK MACHINERY
and our extensive portfolio focuses primarily on active heave

compensated systems. The LARS is designed to handle the largest
work class ROVs to depths exceeding 4000 metres, deployed over the
side or through the moon pool. Our systems are designed, built and
certified with high focus on gentle handling of umbilical and third
party equipment.
Our integrated crane solutions are specially developed to meet the

challenges of maritime handling operations. The cranes are fully
integrated with our deck machinery handling and control systems
and offer unparalleled performance as well as reliability and comfort.
For general handling of offshore equipment we offer dual draglink
cranes with capacities from 35 to 75 tonnes, and knuckle boom
cranes in the range from 150 to 250 tonnes.
147
for seismic vessels
Rolls-Royce innovative, automated handling systems for seismic vessels

are the most reliable on the market. Over the years, these handling
systems have continuously improved the efficiency and safety of seismic
operations and have become industry standards. We have widened the
operational window, reducing time lost due to rough weather conditions
and boosting profitability significantly. Our equipment simply works
when you need it. This is part of our focus on providing reliability for our
customers.
We are involved throughout the value chain of seismic systems and are
engaged early in the design of seismic handling solutions. We collaborate
closely with customers to design the ships entire aft deck, developing
comprehensive solutions to the specified needs of each vessel. Layout
of winches and other equipment can be configured to suit both
conventional and innovative vessel designs and any number of streamers.
Our automated handling concepts are made up of unique components,

all of which are designed and delivered by Rolls-Royce as individual
products or built up into complete systems.
Hydraulic or electric streamer winches provide gentle and sensitive

handling of streamers, with drum capacities to cover all length
requirements. These are complemented by source and deflector
handling systems, fairleads and the wide tow system.
As well as streamer and source handling systems for 2D and 3D seismic

survey, we provide deep water ocean bottom seismic systems for vessels
performing ocean bottom seismic, both cable and node types, also
CSEM solutions for electromagnetic surveys.
The result is cutting-edge solutions that strengthen the efficiency of

the vessel and create a safer ship for the crew. For example, our control
system, a result of decades of experience in developing such systems,
allows operators to direct and synchronise all winches, streamers and
148
1
3 8
6
5
Product key
1 Wide tow system 5 Source handling system
2 Deflector handling system 6 Streamer system
3 Transverse storage system 7 Streamer storage
4 Launch and recovery system for 8 Streamer level wind system

work boats
DECK MACHINERY
The deep water ocean

bottom seismic systems for
gentle handling with CTCU.
auxiliary equipment by remote radiocontrol. This user-friendly system,

which features automatic spooling, reduces the need for risky manual
handling on the aft deck.
We offer both simulator training for operators and combined workshop

and classroom training on handling system maintenance.
149
for oceanographic vessels
Rolls-Royce assists the work of an oceanographic research vessel in
deploying scientific equipment from the stern or side of the ship to sample
the water column, investigate life in the sea or on the seabed, and examine
the geology of the ocean floor. The oceanographic equipment puts a
variety of demands on the handling system. Some items are towed behind
the vessel, some are lowered and lifted, others are dropped freely and then
hauled up.
We typically provide a suite of specialised winches and fairleads, A-frames

and side gantries, and specialised tools for safely setting out and recovering
items of scientific equipment. Combined with an integrated state of the art
control system, this ensures efficient operations, careful handling of in-sea
equipment and increases safety.
Systems are designed to suit the particular ship, creating optimum solutions
with respect to both operational needs and available space. By working
together with the customers and ship designers, this ensures systems are
reliable and optimised for the ships tasks and missions.
With the unique and patented Cable Traction Control Unit (CTCU)
technology, the traditional steel wire rope can be replaced with fibre rope.
The usefulness of a steel wire rope at depths greater than 4000 metres is
limited, whereas the fibre rope has the same capacity at all depths. For
example coring operation at depths below 4000 metres can be efficiently
performed with the CTCU. The compact version of the CTCU has a pulling
capacity up to 30 tonnes, and rope lengths up to 12,000 metres can be
accommodated. CTCU systems with pulling capacity up to 150 tonnes can
be delivered.
We offer frames for handling hydrographic equipment over the stern with ratings
up to 30 tonnes, an outreach of 4.5 metres and a clear lifting height of 8 metres.
Other equipment includes parallelogram frames for side launching and

recovery, deep tow and deep water coring systems, handling equipment for
piston coring, with the associated active heave compensated winch systems.
The CTCU has separate drive to each sheave. Individual speed

control ensures that there is no slip on the sheaves. Modes and
features like active heave compensation, constant tension, pull
limit and automatic landing/ lift-off are available.
150
7
2
1
4 6
5
Product key
1 A- frame 5 Trawl system
2 Subsea crane 6 Deep tow system
3 Deep water coring system 7 Parallelogram frame
4 Conductivity, temperature and

depth system
DECK MACHINERY
In very deep water fibre rope offers more lift capacity for a given winch size.
151
Position mooring for
exploration and production
Rolls-Royce provides a complete
range of deck machinery for
floating production, drilling and
accommodation rigs in the
offshore oil and gas industry.
Our product range comprises push/pull

chain jacks, traction, anchor- chain, wire
drum and combination winches (wire/anchor- chain) for position mooring
systems. In addition, Rolls-Royce supplies fairleads of trunion or hinged
design, chain stoppers or the combined fairlead and stopper. Most of
the products are delivered with control and monitoring systems for safe
handling and operation, meeting the highest regulatory requirements.
The various items of equipment can be supplied with low-pressure

hydraulic, high-pressure hydraulic or electric drive.
Rolls-Royce has a reputation of supplying high-quality and reliable

machinery for safe operation in all climate zones, including harsh
environment and winterisation. Many of our innovative solutions are the
result of continuous close cooperation with customers.
Being a total supplier with in-house design and production of all major
items, Rolls-Royce provides a single point of contact, enabling us to develop
the best solutions for every task.
Drum wire winch for single, double and triple Traction winches for single, double and triple
configuration. Designed according to the strictest configuration and compatible storage winches
Class and National Authorities requirements with can be delivered according to the customers
the emphasis on robust design and low weight. wire length requirement. Designed according
to the strictest Class and National Authorities
requirements with emphasis on robust design
and low weight.
152
Product key
1 Drum winches
2 Control cabins
3 Chain and wire fairleads
3 DECK MACHINERY
Typical applications:
Semi-submersible
Drilling rigs
Accommodation rigs
Pipe-laying barges
Drilling ships
153
Floating production storage
and off loading unit (FPSO)
FPSOs are often
positioned on smaller
or inaccessible fields,
taking oil from wells and
storing it on board until
it can be offloaded into
shuttle tankers for
transport to shore
terminals. They need to
be securely moored
over the well and for
this Rolls-Royce provides reliable
deck machinery tailored to the customers needs
In a movable windlass installation each of the moorings lines has its own
fairlead and stopper. A single windlass moves along the frame to tension
each chain in turn, the stoppers are actuated and locked on to the chain,
transferring the mooring loads to the hull. An alternative system has a triple
windlass, one lifter to each mooring, with associated stoppers and fairleads.
Spar platforms have the working decks supported by a buoyant column

ballasted at the bottom to keep it vertical. It is secured on location by a
spread mooring system. Fairleads are mounted around the column and the
chains are tensioned by chain jacks that haul the chain up and lock it at the
desired position. The system is supplemented by hydraulic power packs, a
control and monitoring system with load measurement, and local control
consoles.
Our windlass solutions can be delivered as an all The fairlead is designed according to the
electric winch, a feature that helps our customers chain requirement.
customers to remove unnecessary oil on
deck.
154
Product key
1 Movable windlass
2 Chain or wire fairleads
DECK MACHINERY
The chain jack is scalable to suit the customers Typical applications:

required chain size and can be delivered with both FPSO
push and pull cylinders. FPU
FPSS
FLNG
Spar
155
Fishing solutions
Rolls-Royce deck machinery offers a complete winch, control and
monitoring system for ocean-going fishing vessels. We have high focus
on safety, quality and user friendliness, and offers customised winch
systems according to requirement.
Customers can choose between two drive systems:

Low pressure hydraulic winch system, with electric frequency drive on
towing pumps
Electric winch system, with permanent magnet (PM) motors on trawl
winches
Both drive systems have been developed to achieve the best possible
dynamic properties in challenging conditions, which is especially
important for bottom trawling where the trawl can get stuck in the seabed.
In bad weather the system keeps the trawl gear in the best position to fish
efficiently and reduces wear and tear on equipment.
BRH64 low pressure hydraulic winches are constructed with high torque
low speed motors based on 64 bar pressure. Advantages include quiet
operation and low maintenance cost. BRH64 gives high dynamic shooting
speed, which gives you good and safe control of the operation. The towing
pumps can be powered by frequency drive which gives variable rpm on
the electric motors to suit the oil flow demands of the hydraulic motors.
This gives reduced fuel consumption, less wear and tear and even quieter
running. We can offer winches with pull from 3 to 74 tonnes without gear
transmission, and winches from 75 to 150 tonnes with a small reduction
gear ratio.
On electric trawl winches we are now using PM motors. With this

technology we are able to remove the gear unit, achieving unique dynamic
properties also in the electric trawl winches. Drives are either air cooled or
water cooled, and can be integrated in the vessels main switchboard or SG
to utilise the regenerative power.
Electric fishing winch systems are also available with standard AC motors
and planetary or parallel gear transmission.
The trawl winch with PM motor has a pull The trawl winch with low pressure hydraulic
capacity up to 50 tonnes with one motor. motor has a pull capacity up to 50 tonnes with
one motor.
156
10
7 8 9
3 6
1 2
4
Product key
1 Net sounder winches 6 Trawl winches
2 Auxiliary winches 7 Net drum winches
3 Auxiliary winches 8 Gilson winches
4 Capstan winches 9 Sweep line winches

5 Capstan winches 10 Anchor and mooring winches
Autotrawl system
DECK MACHINERY
The Synchro RTX Autotrawl system provides dynamic control of single-

rig and twin-rig bottom trawling, pelagic trawling and pair trawling.
The trawl system is one of the most advanced on the market, using
integrated safety logic and a user-friendly interface. Essential control
and monitoring functions are fully integrated, giving major benefits
during commissioning and operation. This system keeps the trawls
fully open when changing course during trawling. The trawl is kept
moving at constant speed, even under difficult conditions. If the trawl
snags, the system pays out wire automatically to prevent damage.
The Synchro RTX Autotrawl is the optimum solution for maximising

catching ability for single and double trawls. The system is based on
the latest technology, providing excellent stability, simple operation
and great flexibility.
157
Towing winch systems for tugs
Rolls-Royce has a portfolio of towing and escort winches developed
specifically for tug operations. Hydraulic drives can be specified with power
from the engine PTO or with electro-hydraulic power packs, and full electric
winches have frequency control.
An Escort/Harbour tug will typically have a Rolls-Royce main winch on the

foredeck and towing winch on the aft deck to enable it to carry out its main
tasks efficiently: braking or steering the escorted vessel out of danger in
case of technical failure, acting as an additonal rudder for the assisted vessel,
or general harbour assist and deep sea towing.
Winches are designed and sized to suit the operational needs. Towing
winches cover pulls from 10 to 150 tonnes, with waterfall winches extending
the pull range to 300 tonnes. Our escort tug winches are designed to
provide the sensitive control needed for this type of work, with pulls up to
150 tonnes and also rendering tensions in the range 10 to 200 tonnes. With
AC or permanent magnet motors and frequency control they can provide
rendering and recovery powers up to 1100kW.
All come with wheelhouse control and monitoring stations that display all
the key data.
The quality, robust construction and flexibility of these winches have made them
firm favourites with major tug operators around the world. Furthermore,
the equipment from our towing winch portfolio is well suitable for
icebreakers operating in arctic conditions as well as to any vessel suitable
for emergency towing operation, like coastal and multi-purpose vessels.
1 Product key
2 1 Towing winch
2 Escort winch
Towing winches Hydraulic Escort winches Electrical Escort winches

Pull capacity: 10 to 150 tonnes. Pull capacity: 10 to 150 tonnes. Pull capacity: 10 to 150 tonnes.
Rendering capacity: 15 to 200 Rendering capacity: 15 to 200
tonnes. tonnes.
158
Anchoring and mooring winches
The Rolls-Royce modular concept, provided with low-pressure hydraulic,
high-pressure hydraulic, frequency converter or pole change drives,
offers tailor-made anchoring and mooring winches made up from
standard modules. The production process enables flexibility and
efficiency in customer applications as well as in delivery times. Further
benefits are high quality, elimination of prototype risks, variety of layout
and low life-cycle costs.
Both mechanical- and system designs are

our own, and the Rolls- Royce team
controls the whole delivery process.
The equipment is tested in our
assembly workshops
before delivery.
DECK MACHINERY
Example of combined Example of low-pressure Example of high-pressure

windlass/mooring winch fitted hydraulic mooring winch. hydraulic mooring winch.
with electric drive and chain
stopper unit.
159
Multifunctional
cargo rail cranes
Cargo rail cranes have been developed to improve safety on deck, where
the crew have to handle heavy moorings and deck cargo at sea. Rail
cranes equipped with various manipulators are an integral part of this,
enabling the crew to conduct operations on any part of the working
deck by remote control from a safe location.
Working on the deck of an anchor-handler poses a risk to life and limb. To

reduce this risk, the cargo rail cranes are equipped with comprehensive
systems for handling ropes, wires, chains and shackles, which may be
under great tension, with the minimum of manual work on deck.
Cargo rail crane with tool Dual draglink crane for cargo handling
The cargo rail cranes are used for safer The Dual draglink cargo rail crane has a
deck operation. lifting range up to 10 tonnes.
160
Subsea cranes
Our integrated crane solutions are specially developed to meet the
challenges of maritime handling operations. The cranes are fully
integrated with our deck machinery handling and control systems
and offer unparalleled performance as well as reliability and comfort.
Through our cable traction control technology using fibre rope, our
cranes can operate at virtually unlimited depths.
For general handling of offshore equipment we offer dual draglink

cranes with capacities from 35 to 75 tonnes, and knuckle boom cranes
in the range from 150 to 250 tonnes.
The knuckle boom cranes are available for The dual draglink crane has a geometry
both wire and fibre rope with active heave providing unique lifting performance. The
compensation (AHC), and comes with main parallelogram geometry provides a good
winch as back-pack or below deck arrangement. working height and allows for short radius
They are the product of our long experience operations to make use of the deck area
and our constant drive for improvement, and near the pedestal.
has proven superb performance and reliability
DECK MACHINERY
in service.
Subsea crane
The dual draglink crane is ideal for horizontal
movement of load.
161
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
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
Moveable highpoints
A typical RAS
arrangement.
162
Large derrick rig Dual purpose rigs
Movable highpoint Astern refuelling reel
DECK MACHINERY
163
Naval handling systems
Sidescan sonar winch and handling system.

(Photo courtesy Cpl. Rick Ayer, Maritime Forces Atlantic)
Shipbourne winch and sensor handling systems

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 (MFTA) for the US Navys
DDG1000 destroyer, to automated electrohydraulic winches and sonar tow
body handling systems for the Singapore Navys Formidable class. Our
design team listen to your requirements and develops a solution to match
your expectations.
Other systems:
Active/passive
towed sonar
handing
Multi-function
towed array winch
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
torpedo defence winch defence winch
164
Helicopter sensor 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)
CSTRS winch and tow sheave HELRAS long range active dipping sonar
Unmanned vehicle launch and recovery systems

We have developed a portfolio of innovative systems to handle
virtually any unmanned vehicle requirement. Some can be automated
or semi-automated, removing some of the potential risks inherent in
manual on-deck operations. Examples include launch and recovery
systems (LARS) for the US Naval Oceanographics ORCA USV.
Other systems:
S emi-submersible USV LARS
DECK MACHINERY
A UV LARS for smaller vessels

D avit type LARS for manned and unmanned craft
T owed sonar LARS for UAVs
Launch and recovery systems

for small USVs Towed sonar LARS for USV
165
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
AND CONTROL
(HMI) to reduce operator fatigue, important when controlling

AUTOMATION
complex vessels for prolonged periods. Maximum use is made of

configurable controls and touch screens.

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.
167
Integrated bridge systems
Rolls-Royce systems include work-stations for navigation, manoeuvring,
dynamic positioning, anchor-handling and deck operations,and machinery
controls. They are built up from modules and standardised components
using the Rolls-Royce common controls platform (all systemswork
together via the Rolls-Royce integrated network where information and
control signals are exchanged safely, and the integrity of each system
is secured), and are tailored to the ship giving the user access to the
underlying ship systems. The intuitive designcombined withcommon
look and feel menus increase both operator performance and overall
operational safety.
Key features:
Multifunctional displays allow the operator to choose which information is
to be collected and presented together
Important and critical information displayed at all times for simple and safe
operation
Control levers ergonomically placed to allow operator to work sitting or
standing,with all informationclearly displayed on touch screens
The Operators Chair incorporates the best in ergonomic design controls
and interactive screens may be located in chair armrests, chairs can be
supplied as part of a bridge system or as an individual product.
Unified bridge
168
Dynamic positioning systems
Icon DP is a range of dynamic positioning (DP) systems from Rolls-Royce.
The systems comply with the IMO requirements to DP Class 1, 2 and 3.
All positioning systems use the Rolls-Royce common control platform
architecture and are of modular design. Icon DP systems comprise one or
several operator stations, control cabinet, network and power supplies.
The cabinet contains computers and input/ output (I/O) modules for
interfacing to sensors, position reference systems, thrusters, rudders,
power system and other DP related equipment.
Simplicity and proximity are unique design principles incorporated in the

Icon system design. The goal is to simplify DP operations and to bring the
system physically closer to the operator, thus increasing both operator
performance and overall operational safety.
Triple redundant solutions are standard for Icon DP2 and DP3 systems.
The two-out-of-three voting principle ensures enhanced safety and
reliability compared to basic Class rules.
Joystick system
Poscon is an independent joystick control system for manual vessel
positioning and low speed manoeuvring. A Poscon operator 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.
Turnkey retrofit solutions

Complete DP solutions are supplied, and this can include the upgrading
of the propulsion system and thruster package of existing vessels to
provide the necessary additional thrust.
Poscon joystick upgrade

AND CONTROL
A complete Poscon joystick kit has been developed for easy upgrade
AUTOMATION
of older generations of Poscon joystick.
169
Automation systems
Acon
The Rolls-Royce ship automation system (Acon) is designed to control and
monitor ship operational systems and equipment, and comprises a wide
range of control, monitoring and alarm products. Acon is integration/
interface-ready for any vessel type and ship system or equipment via
standard data communication protocols. Multifunctional displays allow
the operator to choose between system to be controlled and the
information to be presented.
All products are based on the Rolls-Royce common control platform and
communicatevia the Rolls-Royceship integration network. Acon can be
delivered as standalone products or as an integrated solution (IAS).
Integrated automation
Acon products are normally delivered as integrated automation systems
with multifunctional operator stations - Acon IAS. Third party equipment
or systems like HVAC, fireand gas etc. are easily interfaced to Acon IAS for
control and monitoring. The Acon IAS user interface is tailored to the ship
with access to the underlying ship systems through an ergonomic
standardised interface specially designed for easy and safe operation.
Built in functions
Alarm and monitoring Power management
Machinery control LNG control and monitoring
Cargo control Ship operational mode control
Tank sounding Acon energy mangement system
Integrated
automation systems
170
Naval automation
This intelligent system monitors, controls and regulates routine processes
automatically, leaving operators free to concentrate on important tasks.
It incorporates propulsion control levers and keypads and monitors the
whole propulsion plant, the on-board power supply and the entire ship.
It is a key contributor to efficient operation and safety of the vessel. The

measured data acquired from the various ship areas can be retrieved
at the control console and viewed on screens to provide a fast and
current overview of ship operation.
Modularity and versatility allow the system to be adapted to meet many

varied requirements and tailored to meet specific naval applications.
Capability can be expanded with additional system modules.
Suitable for FP or CP propeller installations and waterjet systems.
It can be also used for combined propulsion plants:
Machinery control Maintenance package

Monitoring & control of: Online documentation
Propulsion plant Trending
Electrical power generation 3D instructional videos
and distribution Maintenance check lists
A uxiliary systems (bilge,
tanks, ventilation) Training system
Ship area extension with: Onboard training
Fire detection Land based training
Duty alarm Simulation
Machinery telegraph
CCTV
Damage control
AND CONTROL
AUTOMATION
Incident management
(flooding, fire)
CCTV
Interactive state boards, Kill cards,
crew location etc.
171
Propulsion control
Control solutions are supplied for the wide range of Rolls-Royce propulsion
equipment diesel and gas engines, controllable pitch propellers, waterjets,
rudders, tunnel and azimuth thrusters of various types, as well as multi-
product systems.Complex machinery installations like diesel-electric,
gas-electric and hybrid propulsion are catered for.
Where possible, system components are installed on equipment and

calibrated at the factory to simplify shipyard installation. Maximum use
is made of touch screens and joy sticks to enhance the human machine
interface and improve operator performance.
Helicon X3
Helicon X3 is the latest model in the long and successful series of Helicon
propeller and thruster (P&T) control systems and delivers automated
and seamless switching between normal and back-up control. The
control lever units have a compact ergonomic design with integrated
pushbuttons for all key functions including command transfer, alarms
acknowledge and back-up control on/off. Control lever units require
very little space making control station integration both easy and
flexible. One Helicon-X3 display located at each operator station is a
touch screen operator panel common for all propulsion units. Helicon
X3 uses the same range of components for all propeller and thruster
types resulting in a unified control desk design and cable installation is
reduced through use of serial line communications.
Helicon X3 display
172
CanMan touch
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
monitor engines, FP and CP propellers and systems with multiple bow
and stern tunnel thrusters. Users have access to all system functions
via the configurable touch screens. Information is presented in digital,
graphic and mimic formats to provide an intuitive operator interface
which is easy to use with operation based on the Rolls-Royce common
controls platform.
Designed for high reliability, CanMan touch uses two parallel CAN buses
to transmit data and provide a high level of redundancy. This reduces
the amount of wiring required and simplifies installation as well as
troubleshooting. Gateways and fire walls are an integral part of the system
and prevent the failure of an individual CAN bus.
System modularity means it can be installed in stages individual

controllers (ie. propeller) can be installed and tested before the bridge
electronics are operational. It also simplifies upgrading.
The control leavers for thrust control are supplied as separate units for
each control station.
Features:
Intuitive graphical user interface
Single control point for multiple propulsors
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
173
Aquapilot control system for azimuth thrusters
The Aquapilot ND control system is an independent follow-up control
system with non-follow-up back-up control system for a single azimuth
thruster - each thruster has an independent control system. The system
provides an accurate, smooth and reliable thrust direction and can be
interfaced with the ships automation system, DP, Voyager, prime mover,
autopilot and joysticks.
Well known for it ergonomic and user-friendly features, Aquapilot ND

has been designed for the operator and the lever can be customised
to meet individual preferences. The operator can select from different
operational modes suitable for various operations and the panels have
LED indication on symbols.
Aquapilot ND system
Systems for steering, alarm and rudder angle indication

The systems are designed to meet the latest SOLAS and IMO
requirements and are type approved by DNV, BV, GL, LRS, RINA
and ABS. They are supplied for both solenoid operated valves and
frequency controlled pumps/motors with the use of a frequency
converter.
The system consists of a main control panel with pump start/stop,

emergency steering, NFU/FU-steering mode selections, and low/high
rudder angle selections. It is designed to interface with the autopilot,
dynamic positioning system, joysticks and voyage data recorder (VDR).
Non-follow-up (NFU) steering and follow-up steering (FU) are available,

as are systems for single or twin rudder vessels.
174
Compact control system for smaller waterjets
The system is suitable for single through twin, twin plus boost to
quad waterjet installations. Control devices are calibrated and key
hydraulic components installed on the jets at the factory to simplify
yard installation. The system interfaces with engines, gears, autopilot,
voyage data recorder and DP, with an option for a bow thruster.
Another option is automatic interceptor control that links interceptor
movements to steering commands.
Users can select from a joystick, twin levers or steerable lever control
devices mounted in the console or on the arms of the chair. A colour
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 mounted
on the chair.
Control system for larger waterjets

A base control system consists of bridge equipment, a control unit and
feedback devices. It controls the steering nozzle, reversing bucket,
impeller driving engines RPM and clutch engagement of the waterjet
AND CONTROL
unit.
AUTOMATION
The control unit can include touch screen, steering wheel, lever units
with handles for thrust and steering, indication panel, and back-up
panel. Individual thrust control levers can be specified for each waterjet,
or multiple units can be controlled from a single lever with simultaneous
control of both reversing bucket position and engine RPM.
175
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
POWER SYSTEMS
design to through life support ensuring the delivery of flexible

ELECTRICAL
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.
177
Electrical power systems
Rolls-Royce provides a range of services spanning the full life-cycle of
marine systems and equipment, from concept to disposal. Electrical power
systems and electrical/mechanical hybrid propulsion concepts have been
developed and installed on a wide range of vessels.
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
power systems in excess of 100MVA, tailored to specific requirements
and supported by a range of high and low voltage products. Electrical
networks are designed and supplied through the use of industry standard
simulation tools and hardware. An integrated analysis environment has
been developed that allows power system analysis on a range of
equipment including the mix of mechanical and electrical systems, hybrid
configurations and their controls.
Power management systems (PMS)

A full power management capability is tailored for individual vessel power
systems . The intuative PMS will handle the control of the entire electrical
power system, the main generators, harbour generator , all thrusters and the
shore connector.
Key features:
Automatic load dependent start/stop
Automatic stand-by start after black-out
Sequential starting selection
Automatic syncronisation/load sharing
Load shedding
Load and frequency control
The intuitive
PMS touch screen
Power distribution and conversion

A comprehensive range of medium and low voltage marine switchboards,
distribution and motor starter boards are designed and supplied to
meet both naval and commercial standards.
Rugged modular units have shock ratings from 15-22g, and bespoke naval
designs up to 70g.
Main/auxiliary switchboards
Distribution/
emergency switchboards
Intelligent switchboards
Motor control centres (MCC)
LV Drives LV switchboard,
operating voltage 380-690V
178
Electric/hybrid propulsion
A comprehensive propulsion system design and integration service is
provided where Rolls-Royce takes responsibility for the performance
of the overall propulsion system and each of its sub-systems, typically
gensets, switchboards, drives and motors. (See page 52 for the main
system options).
AFE frequency drives

Rolls-Royce water cooled frequency
convertors or drives are specially designed
for marine installations, where there are
special demands on ambient conditions
and high power density. active front end
(AFE) technology is used to avoid harmonic
distortion and to transfer power in both AFE drive unit
directions. Modular construction maximises availability and minimises
maintenance times, while ensuring a common spares holding. Drives can
be used for induction synchronous and permanent magnet AC motors.
Power range:
380 - 500V AC 400 - 2500kW
525 - 690V AC 700 - 5700kW
Other advanced control and safety systems can be integrated into the
propulsion system and comprise:
Black-out prevention Capacitor monitoring
Ensures necessary power is Capacitor bank with integrated
always available monitoring for AFE drives
Constantly monitors all key Gives a continuous capacitance
components which can cause an status, can detect a single
electrical blackout capacitor failure
Low current starter Designed for LCL (low pass filter)
Reduces generator capacity and LC (sine filter) in AFE drives,
required for motor starting and can be used on past and
Performance exceeds that of present systems
Star-Delta and Auto-transformer Voltage quality monitoring
starters Monitors grid quality in electrical
POWER SYSTEMS
Digital excitation power plants with AFE drives

ELECTRICAL
Automatic voltage regulation for Analyses several specific

synchronous electrical machines harmonic ranges affected if a
Direct voltage sensing with failure in LCL filter occurs, total
dedicated protection, bus- harmonic distortion and live
communication monitoring and ground to earth voltage
over-boost device Can be delivered as a stand-alone
Ensures stable network voltage in unit or integrated with black-out
all load conditions preventionsystems
179
Global service and support
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 recogniti 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.
Europe, Middle East and Africa : +31 20 700 6474
GLOBAL SERVICE
AND SUPPORT
Americas : +1 312 725 5727

Asia Pacific : +65 6818 5665
Contacting any of these numbers will put you through to our

global support team or email:
marine247support@rolls-royce.com
181
Global footprint
Wherever your vessel is located, Rolls-Royce is not far away.
A 13
11 12 15
10 14
17 19 20
21
8 G
B 7
F 16 18
C 34 5
6 32
31
9 21
Key: Indicates services workshops

Services locations E
Training centres
Service workshops
North and South America Europe Middle East, Africa and Asia
1. Vancouver 10. Dunfermline 21. Walvis Bay
2. Seattle, WA 11. Brattvaag 22. Dubai
3. Galveston, TX 12. Bergen 23. Mumbai
4. St. Rose, LA 13. Ulsteinvik 24. Singapore
5. Pascagoula, MS 14. Aalborg 25. Guangzhou
6. Fort Lauderdale, FL 15. Kristinehamn 26. Hong Kong
7. Walpole, MA (Naval) 16. Tarragona 27. Shanghai
8. St Johns 17. Rotterdam 28. Busan
9. Rio de Janeiro 18. Genoa 29. Perth
19. Hamburg 30. Melbourne
20. Gdynia 31. Abidjan
32. Las Palmas
Product centres*
Bergen - (Engines) Hagavik - (Steering gear) Longva - (Automation and control)
Bergen - (Power electric systems) Hjrungavg - (Seismic and subsea) Rauma - (Azimuth thrusters
Brattvaag - (Deck machinery) Kokkola - (Waterjets) and deck machinery)
Dunfermline - (Stabilisers) Kristinehamn - (Propellers) Ulsteinvik - (Propellers and thrusters)
182
H I
L
J K
I 28 M
27
22 25 26
23
T 24
29
30
Other services facilities

Regional parts and services personnel locations
A. Dutch Harbor, AK** F. Bilbao K. Dalian
B. Cleveland, OH** G. Paris L. Vladivostok
C. Houston, TX H. St. Petersburg M.Kobe
D. Veracruz & Cuida Del Carmen I. Athens N. Christchurch
E. Santiago J. Istanbul
Training centres
lesund Rio de Janeiro Singapore
GLOBAL SERVICE
* Product centres are not shown on map. Refer to in directory.

AND SUPPORT
** Seasonal containerised workshops
183
Focused on training
Experienced and informed people are a key asset
Regular training ensures you Dynamic Positioning

get the most out of a vessels simulator practise
equipment and systems, and that manoeuvring around an oil
they are operated and maintained platform in all types of sea
efficiently and safely. The latest states. Replicated realistic
simulators and products are situations using a complete
available at our training centres operator station arranged as
in Norway, Brazil and Singapore an aft bridge
for crew training prior to any new Simulator domes allows
vessel deployment. 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 enhanced
Simulator training with the latest winch remote
Extensive use is made of simulators control and monitoring
to ensure crews operate safely and system to help crews learn
efficiently. The centre at lesund, how to handle complex
Norway, has a full-scale 360 bridge winch operations.
simulator.
GLOBAL SERVICE
AND SUPPORT
185
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
Europe, Middle East and Africa: + 31 20 700 6474
Americas: + 1 312 725 5727
Asia Pacific: + 65 6818 5665
Email: marine247support@rolls-royce.com
186
GLOBAL SERVICE
AND SUPPORT
Contact information
Contact Information
Australia, Melbourne
Telephone + 61 396 444 700
Address Unit 2, 1-17, Derrimut Drive, Derrimut,

Melbourne, VIC 3030, Australia
24-hr Emergency No. + 61 396 444 700
Australia, Perth
Telephone + 61 8 9336 7910
Address Unit 2, 8 Wallace Way,

Fremantle WA 6160, Perth, Australia
24-Hr Emergency No. + 61 8 9336 7910
Brazil, Rio de Janeiro
Telephone + 55 21 2707 5900
Email brazil.support@rolls-royce.com
Address IIha do Caju, 131, CEP 24. 040-005

- Ponta da Areia, Niteri, Brazil
24-Hr Emergency No. + 55 21 7101 1222
Canada, St. Johns

Telephone + 1 709 748 7650
Email marine.stjohns@rolls-royce.com
Address 142 Glencoe Drive, Mount Pearl,

Newfoundland A1N 4S9, Canada
24-hr Emergency No. + 1 709 687 1673
Canada, Vancouver
Telephone + 1 604 942 1100
Email service.vancouver@rolls-royce.com
Address 96 North Bend Street,

Coquitlam BC, V3K 6H1, Canada
24-hr Emergency No. + 1604365 7157
188
Chile, Santiago
Telephone + 56 2 586 4700
Email admin.chile@rolls-royce.com
Address Alcntara 200, 13th Floor, Office 1303,

755, 0159 Las Condes, Santiago, Chile
China, Dalian
Telephone + 86 411 8230 5198
Address 1204/1206 Swissotel, 21 Wu Hui Road,

116001 Dalian, China
24-Hr Emergency No. + 86 135 0173 0172
China, Guangzhou
Telephone + 86 20 8491 1696
Email service.shanghai@rolls-royce.com
Address Rolls-Royce Marine Manufacturing

(Shanghai) Ltd-Guangzhou Branch
No.107-4, Shiyu Road, Tianyi Village,
Dongchong Town, Nansha District,
Guangzhou 511475, China
24-Hr Emergency No. + 86 135 0173 0172
China, Hong Kong
Telephone + 852 2526 6937
Email service.hongkong@rolls-royce.com
Address 1-7 Sai Tso Wan Road, Tsing Yi Island,

N.T., Hong Kong
24-Hr Emergency No. + 86 135 0173 0172

GLOBAL SERVICE
AND SUPPORT
Service workshops Product Centres Other Service Facilities

Training Centres
189
China, Shanghai
Telephone + 86 21 5818 8899
Email service.shanghai@rolls-royce.com
Address No. 1 Xuan Zhong Road

- Xuan Qiao Town, Pudong New Area,
Shanghai 201300, China
24-Hr Emergency No. + 86 135 0173 0172
Cote d'Ivoire, Abidjan
Telephone + 225 5816 5622
Email service.africa@rolls-royce.com
Address Carena Ship Repair, Boulevard de la Paix,

Baie du Banco, 01 BP 453 Abidjan 01,
Cote d'Ivoire
Denmark, Aalborg
Telephone + 45 9930 3600
Email service.denmark@rolls-royce.com
Address Vrftsvej 23, 9000 Aalborg, Denmark
24-Hr Emergency No. + 45 9930 3600
Finland, Kokkola - Waterjets
Telephone + 358 6 832 4500
Email service.kokkola@rolls-royce.com
Address P.O. Box 579, FI-67701 Kokkola, Finland
24-Hr Emergency No. +31 20 700 6474
Finland, Rauma - Azimuth thrusters / Deck machinery
Telephone +358 2 83791
Email techsup.finland@rolls-royce.com
raumawinches.service@rolls-royce.com
Address Suojantie 5, PO Box 220, 26100 Rauma,
Finland
24-Hr Emergency No. + 358 2 8379 4722
190
France, Paris
Telephone + 33 1 468 62811
Email spare.paris@rolls-royce.com
Address Immeuble Osaka, 15, rue du Jura

- CP 20526, F-94150 Rungis Cedex, France
Germany, Hamburg
Telephone + 49 40 780 9190
Email service.hamburg@rolls-royce.com
Address Fhrstieg 9, D-21107 Hamburg, Germany
24-Hr Emergency No. + 49 40 7809 1918
Greece, Athens
Telephone + 30 210 4599 688
Email aftermarket.hellas@rolls-royce.com
Address 25 Poseidonos Avenue & Makrigianni,

Moschato 18344, Greece
24-Hr Emergency No. + 39 348 4765 929
India, Mumbai
Telephone + 91 22 6726 38 38
Email marine.india@rolls-royce.com
Address D/505 TTC Industrial Area, MIDC, Turbhe,

Navi Mumbai, 400703, India
24-Hr Emergency No. + 91 773 877 5775
Italy, Genoa
Telephone + 39 010 749 391

GLOBAL SERVICE
Email genoa.marine@rolls-royce.com
AND SUPPORT
Address Via Castel Morrone, 13, 16161 Genoa, Italy
24-Hr Emergency No. + 39 348 4765929
191
Japan, Kobe
Telephone + 81 78 652 8126
Email service.japan@rolls-royce.com
Address Yamasaki Building 1st & 2nd Floor,

1-15-11 Kinpei-cho, Hyogo-ku,
Kobe-shi, Hyogo 652-0873, Japan
Korea, Busan
Telephone + 82 51 831 4100
Email service.korea@rolls-royce.com
Address 197, Noksansaneopbuk-ro, Gangseo-gu,

Busan, 618-818, Korea
24-Hr Emergency No. + 65 6818 5665
Mexico, Veracruz & Cuida Del Carmen

Telephone + 52 229 272 2240
Email service.mexico@rolls-royce.com
Address Edif. Torre del Pilar, Blvd Ruiz Cortinez,

#3642, Boca del Rio, Veracruz 94299,
Mexico
24-Hr Emergency No. + 52 229 272 2246
Namibia, Walvis Bay
Telephone + 264 642 275 440
Email service.namibia@rolls-royce.com
Address P.O. Box 4414, Old Power Station,

2nd Street East, Walvis Bay, Namibia
24-Hr Emergency No. + 264 811 274 411
Netherlands, Rotterdam
Telephone + 31 10 40 92 100
Email Benelux.service@rolls-royce.com
Address Werfdijk 2 (Port 2828), 3195 HV Pernis,

The Netherlands
24-Hr Emergency No. +31 6 51 53 15 28
192
New Zealand, Christchurch
Telephone + 64 3 962 1230
Address 175 Waltham Road,

Waltham, Christchurch, New Zealand
Norway, Bergen - Engines
Telephone + 47 815 20 070
Email service.bergen@rolls-royce.com
Address P.O. Box 924 Sentrum, N-5808 Bergen,

Norway
24-Hr Emergency No. + 47 55 53 64 00
Norway, Bergen/Laksevaag
Telephone + 47 901 73 287
Email laksevaag@rolls-royce.com
Address Laksevaagneset 12, N-5160 Bergen,

Norway
24-Hr Emergency No. + 47 901 19 316
Norway, Bergen - Power electric systems
Telephone + 47 55 50 62 00
Email pes_service@rolls-royce.com
Address Postboks 80, Godvik, N-5882 Bergen,

Norway
24-Hr Emergency No. + 47 976 58 929
Norway, Brattvaag - Deck machinery
Telephone + 47 815 20 070
Email service.dmss@rolls-royce.com
GLOBAL SERVICE
Address
AND SUPPORT
Aarsundveien 24, N-6270 Brattvaag,

Norway
24-Hr Emergency No. + 47 911 85 818
193
Norway, Hagavik - Steering gear
Telephone + 47815 20 070
Email hagavik@rolls-royce.com
Address Ulvenveien 345, N-5220 Hagavik, Norway

24-Hr Emergency No. + 47 918 47067
Norway, Hjrungavg - Seismic and subsea
Telephone + 47 70 01 33 00
Email osc@rolls-royce.com
Address P.O. Box 193, 6069 Hareid, Norway
24-Hr Emergency No. + 47 916 22 336
Norway, Longva - Automation and control
Telephone + 47 70 20 82 14
Email workshop.automation@rolls-royce.com
Address Automation Longva, N-6293

Longva, Norway
24-Hr Emergency No. + 47 977 28 360
Norway, Molde - Seismic
Telephone + 47 70 31 15 00
Email P.O. Box 2009, 6402 Molde, Norway
24-Hr Emergency No. + 47 916 22 336
Norway, Ulsteinvik - Propellers and thrusters
Telephone + 47 81 52 00 70
Email service.propulsion.ulstein@rolls-royce.com
Address P.O. Box 1522, N-6025 lesund, Norway
24-Hr Emergency No. + 47 900 10 997
194
Poland, Gdynia
Telephone + 48 58 782 06 55
Email service.poland@rolls-royce.com
Address 8 Kontenerowa Str, 81-155 Gdynia, Poland

24-Hr Emergency No. + 48 58 782 06 55
Russia, St. Petersburg
Telephone +7 812 313 75 51
Email service.st-petersburg@rolls-royce.com
Address ffice 41H, 32, Nevsky pr., 191186

Saint-Petersburg, Russia
24-Hr Emergency No. +7 961 803 31 81
Russia, Vladivostok
Telephone + 7 4232 495 484
Address 5F, 3b, Streinikova str.,

Vladivostok 690065, Russia
Singapore
Telephone + 65 6862 1901
Email service.singapore@rolls-royce.com
Address No. 6 Tuas Drive 1, Singapore 638673
24-Hr Emergency No. + 65 6818 5665
Spain, Bilbao
Telephone + 34 944 805 216
Email service.spain@rolls-royce.com
spares-spain@rolls-royce.com
Address Estartexe, 8 oficina E, 48940
GLOBAL SERVICE
Leioa - Vizcaya, Spain

AND SUPPORT
195
Spain, Tarragona
Telephone + 34 977 296 444
Email service.tarragona@rolls-royce.com
Address C/Dinamarca s/n (Pol. Ind. Constanti),

43120 Constanti. Tarragona Spain
24-Hr Emergency No. + 34 977 296 446
Sweden, Kristinehamn - Propellers
Telephone + 46 550 840 00
Email techsup.sweden@rolls-royce.com
Address P.O. Box 1010, S-68129 Kristinehamn,

Btbyggarevgen 1, Sweden
24-Hr Emergency No. +46 550 84100
Turkey, Istanbul
Telephone + 90 216 446 9999
Email service.turkey@rolls-royce.com
Address Nazan Sok. No:2 Lagoon Plaza D:3, 34940

Tuzla, Istanbul, Turkey
24-Hr Emergency No. + 90 549 42 42 422
U.A.E, Dubai
Telephone + 971 4 883 3881
Email service.dubai@rolls-royce.com
Address P.O. Box no - 261103,

Oil Field Supply Centre,
Shed no - 47 Jebel Ali free Zone.
Dubai, U.A.E.
24-Hr Emergency No. + 971 5 0645 9170
196
UK, Dunfermline - Stabilisers
Telephone + 44 1383 82 31 88
Email aftermarket.dunfermline@rolls-royce.com
Address Taxiway, Hillend Industrial Park,

Dunfermline, Fife, KY11 9JT, UK
24-Hr Emergency No. + 44 7831 1671 38
USA, Cleveland, OH
Containerised workshops are open during the operating period. Please contact
Fort Lauderdale office. Tel. + 1 954 436 7100
USA, Dutch Harbour, AK

Containerised workshops are open during the fishing months. Please contact
Seattle office. Tel. + 1 206 782 9190
USA, Fort Lauderdale, FL
Telephone + 1 954 436 7100
Email service.florida@rolls-royce.com
Address 10125 USA Today Way,

Miramar, FL 33025, USA
24-Hr Emergency No. + 1 954 436 7100
USA, Galveston, TX
Telephone + 1 409 765 4800
Email service.galveston@rolls-royce.com
Address Pelican Island 1, 2929 Todd Road,

Galveston, TX 77554, USA
24-Hr Emergency No. +1 832 298 7804

GLOBAL SERVICE
AND SUPPORT
197
USA, Houston, TX
Telephone + 1 281 902 3300
Email spares.americas@rolls-royce.com
Address 1880 South Dairy Ashford,

Ashford Crossing II, Suite 301, Houston,
TX 77077, USA
USA, Pascagoula, MS
Telephone + 1 228 762 0728
Email marineinfo@rolls-royce.com
Address 3719 Industrial Road, PO Box 1528,

Pascagoula, MS 39567, USA
24-Hr Emergency No. + 1 228 381 0399
USA, St. Rose, LA
Telephone + 1 504 464 4561
Email service.nola@rolls-royce.com
Address 200 James Drive West, St Rose,

LA 70087, USA
24-Hr Emergency No. + 1 504 464 4561
USA, Seattle, WA
Telephone + 1 206 782 9190
Email service.seattle@rolls-royce.com
Address 1731 13th Ave. SW, Seattle,
WA 98134, USA
24-Hr Emergency No. + 1 206 499 8245
USA, Walpole, MA
Telephone + 1 508 668 9610
Email ServicesNA@rolls-royce.com
Address 110 Norfolk Street, Walpole,

MA 02081, USA
198
Norway, lesund - Training centre
Telephone + 47 70 23 51 00
Email training.marine@rolls-royce.com
Address Borgundveien 340, NO-6009

lesund, Norway
Rio de Janeiro - Training centre
Telephone +55 21 2707 59 00
Email training.brazil@rolls-royce.com
Address ILHA di Caju 131, 24040,

005 Ponta da Areia, Niteri, RJ Brazil
Singapore - Training centre
Telephone +65 6240 3333
Email training.marine@rolls-royce.com
Address 6 Seletar Aerospace Rise,

Singapore 797575
GLOBAL SERVICE
AND SUPPORT
199
Marine products
and systems
For more information
Please visit
www.rolls-royce.com/marine
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 visit our website:
www.rolls-royce.com/marine
Rolls-Royce plc 2015
The information in this document is the property of Rolls-Royce plc and may not be
copied, communicated to a third party, or used for any purpose other than that for
which it is supplied, without the express written consent of Rolls-Royce plc. While
this 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 subsidiary or associated companies.
Ref: MPS 21/1015

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MARINE

PRODUCTS AND SYSTEMS

All information is subject to change without notice.

Integrated ship systems 16

Diesel and gas engines 38

Reduction gears 115

Stabilisation and manoeuvring 116

Deck machinery 140

Automation and control 166

Electrical power systems 176

Global service and support 180

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

Our global support network underpins all activities and continues to

Platform supply vessels (PSV)

Anchor-handling/tug/supply vessels (AHTS)

Other specialised vessels

Coastguard, OPV and EEZ vessels

General cargo vessels

NVC 253 LNG

Rolls-Royce has a wealth of experience in ship, propulsion, power

We go to great lengths to develop energy efficient hull forms

The breadth of our product offering enables Rolls-Royce to bring

As Rolls-Royce has such a wide range of Bergen and MTU

Platform supply vessels (PSV)

2 x pulling azimuth thrusters

Anchor-handling/tug/supply vessels (AHTS)

6 x azimuth underwater mountable thrusters

8 x azimuth underwater mountable thrusters

Other specialised vessels

Coastguard, OPV and EEZ vessels

Controllable pitch propeller

2 x Promas integrated propeller and rudder systems

Fast attack craft

Auxiliary oiler replenishment vessels

2 x Promas propulsion systems

Offshore patrol vessels

Key technologies and systems competence comprises:

Diesel-mechanic propulsion systems

Diesel-electric propulsion systems

Combined diesel and gas turbine (CODAG):

Combined diesel or gas turbine (CODOG):

Combined diesel-electric and gas turbine (CODELAG)

Electric systems are normally transformer-less with variable frequency

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

The number of generators installed is dependent on the total shipboard

The latest generation system designed with a single integrated drive-

Additional battery power is available for slow speed transits in harbour

Systems architecture can accommodate: Hybrid shaft generator (PTP/PTI),

Hybrid (bypass hybrid generator)

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

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

required when operating the shaft generator. DC

match the other generator sets running in

Boost mode for maximum speed

Diesel-electric mode for efficient lower speeds

Transit mode for optimum efficiency

Shore connection mode for lower fuel consumption

Diesel and gas engines

As the marine industry is increasingly turning towards burning

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

NOx emission for Bergen engines

DIESEL AND GAS

Heavy fuel oil operation