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: [email protected].

All information is subject to change without notice. Contents Introduction ...... 03 design...... 04 systems...... 24 Diesel and gas ...... 34 Gas turbines...... 60 • Azimuth thrusters...... 66 • ...... 78 • Waterjets...... 84 • Tunnel thrusters...... 92 • Promas...... 98 • Podded propulsors...... 104 Reduction gears...... 112 Stabilisation and manoeuvring • Stabilisers...... 116 • Steering gear...... 124 • ...... 134 machinery...... 140 Electrical, automation and control • Electrical power systems...... 166 • Automation and control...... 184 • Integrated systems...... 194 • System commissioning and services...... 198 Ship intelligence...... 200 Global service and support...... 204

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 world’s maritime forces and over 30,000 commercial vessels use our equipment.

Our global support network underpins all activities and continues to expand with more than 50 centres in 34 countries.

Market sectors We provide a range of capabilities and expertise for offshore vessels and oil and gas platforms, merchant vessels and naval surface , 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 .

Equipment and systems are also supplied for vessels in the merchant market, ranging from luxury and cruise ships to 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 . We have developed the MT30, the world’s most powerful marine at , powering the U.S. ’s 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 design. It is a hydrodynamic, efficient vessel with diesel or LNG engines and all major systems fully integrated for the best performance, enabling vessels to be built anywhere in the world.

Rolls-Royce can for all vessels deliver a comprehensive system design integration.

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, -handling/tug/supply vessels, multipurpose service vessels and other specialised vessels.

Platform supply vessels/multi-purpose service vessels (PSV/MPSV) The UT range of provides excellent seakeeping capabilities with optimised operational cost versus cargo capacity and flexibility. The range reflects the changes in regulations regarding the of offshore products as well as the need to transport new product types. The range also includes multi-purpose service vessels equipped with a wide range of , ROV systems, moonpool and/or .

Platform supply vessel range: • Medium to large sized platform supply vessels • Deck area 650 to 1200 sq. m • Deadweight range between 3000 and 6000 DwT • Solutions for type 1 and toxic products transport under latest IOSV code available • Flexible power systems, diesel-electric, diesel-mechanic, hybrid and gas-electric • Azipull, azimuthing or conventional CPP thrusters available

Multi-purpose service vessel range: • A- and / or subsea cranes with heave compensation • Multiple ROV systems • Moonpool(s) • SPS notation • Helideck • , DP 2 or DP 3 UT 776 CD Length : 92.80 m Breadth : 20.00 m Deadweight : 5300 DwT Deck area : 1000 m2

06 Anchor-handling/tug/supply vessels (AHTS) The design for AHTS vessels range from small and compact vessels to large and complex mooring installation vessels with world record in bollard pull. They are fitted with advanced systems from Rolls-Royce and can be powered with advanced hybrid propulsion solutions for a fuel efficient operational profile.

Anchor handling, tug, supply vessel range:

• Bollard pull range from 85 T to 425 + Tons SHIP DESIGN • Conventional propulsion lines or hybrid solutions with diesel-mechanic and diesel-electric alternative • Sophisticated winch configurations with capacities of 150 to 600+Tons • A- frame or offshore crane • Moonpool and ROV capabilities • SPS notation

UT 790 WP Length : 90.60 m Breadth : 23.00 m Deadweight : 3400 DwT Bollard pull : 270 t

07 Emergency response/field support vessels (ERRV) The emergency response and field support vessel range includes designs for purse standby and rescue operations to vessel with multi- role capabilities, including supply and field maintenance work. The design feature optimised power generation set-ups to provide efficient operation over the whole of the vessel’s operational profile.

Emergency response and field support vessel range: • Rescue capacity from 150 to 400 + persons according various standards • Oil recovery according latest NOFO standards • Cargo deck area from 300 to 700 m2 • Optional offshore products transport capacity • Optional equipped for field maintenance task • Speed range from 17 to over 21 kn • Hybrid propulsion systems with possible energy storage • Various and survivor handling systems available • landing deck options • SPS notation possible

UT 5218 Length : 92.60 m Breadth : 18.00 m Rescue capacity : Up to 370 persons Oil recovery : 1500m3 Speed : 20 kn

08 farm support vessels (SOV/CSOV) The UT range of wind farm service operation and construction support vessels provides a comfortable an operational efficient platform for wind turbine support operations. The vessels feature a high DP capability as well as optimised propulsion and power system for the specific operations they perform.

The SOV/CSOV range:

• Versions for operation as well a construction support SHIP DESIGN • Technician capacity from 20 to above 120 persons • High comfort level and high-standard living environment • Optimum operational and hotel logistics • Optimum motions for comfort and transfer operations • Energy efficient power generation system with energy storage solutions • Designs suitable for wide range of systems • Crane (with or without 3D motion compensation) with large lifting height and outreach • One or more daughter crafts with efficient deployment and recovery systems

UT 540 WP Length : 83.00 m Breadth : 17.00 m Technicians : Up to 40 Total persons on board : Max. 60 Deadweight : 1500 DwT

09 Subsea construction vessel The UT-range of subsea construction vessels provides a comfortable, safe and efficient platform for a wide diversity of subsea construction operations. The vessels features high DP capability, as well as optimised propulsion and power system for the specific operations the vessel platform shall perform.

Special focus has been made on operability in regards to motion characteristics which benefit the crew comfort, crew changes with and the operational limits given by different topside installations which has it’s limits in regards to accelerations.

The subsea construction range: • Vessel designs can be supplied in all size-ranges, and according to specific customer needs • High comfort level and high-standard living environment • Optimum operational and hotel logistics • Rolls-Royce redundant thruster solution for maximized DP capability • Energy efficient power generation system with energy storage solutions • Crane(s) with backback or winch system(s) below deck • Crane(s) with fibre or wire • Work moonpool(s) • ROV Systems in hangar through moonpool(s) and/or the over side. • Optimum motion characteristics • High pay load / deck load capacity • Easy built hull form/accommodation module with a minimum of curvatures. • Possibility for winterization and ice-class • Optimised fuel efficient hull form based on comprehensive experience through testing and CFD analysis

UT 7623 Length : 124.00 m Breadth : 23.00 m Persons on board : 120 Deadweight (w.250 crane) : 8900 DwT Deckload (w/250t crane, winch below deck) : 4500 tonnes

10 Diving support vessels (DSV) The UT-range of diving support vessels provides a comfortable, safe and efficient platform for all the personnel on board.

Special focus has been made on operability in regards to motion characteristics which benefit the crew comfort, crew changes with helicopters and the operational acceleration limits valid for the different diving systems. SHIP DESIGN The DSV range: • Vessel designs can be supplied in all size-ranges, and according to specific customer needs • High comfort level and high-standard living environment • Optimum operational and hotel logistics • Energy efficient power generation system with energy storage solutions • Optimum motion characteristics for both crew comfort, helicopter and diving operations • Easy built hull form/accommodation module with a min. of curvatures. • Possibility for winterization and ice-class • Optimised fuel efficient hull form based on comprehensive experience through testing and CFD analysis

UT 7623 DSV Length : 102.00 m Breadth : 23.00 m Accommodation : 120 persons Hyperbaric diving system : 18 divers system Moonpools : 2 x diver bell moonpools

11 Inspection, maintenance and repair vessel (IMR) The UT-range of IMR vessels provides a comfortable, safe and efficient platform for IMR duties

Special focus has been made on operability in regards to motion characteristics which benefit the crew comfort, crew changes with helicopters and the operational acceleration limits valid for the different crane and module handling systems. .

The IMR range: • Vessel designs can be supplied in all size-ranges, and according to specific customer needs • High comfort level and high-standard living environment • Optimum operational and hotel logistics • Rolls-Royce redundant thruster solution for the maximized DP capability • Energy efficient power generation system with energy storage solutions • Wide range of customised module handling towers. • Crane(s) with backback or winch system(s) below deck • Crane(s) with fiber rope or wire • ROV Systems in hangar through moonpool(s) and/or the over side. • Optimum motion characteristics • High pay load / deck load capacity • Easy built hull form/accommodation module with a minimum of curvatures. • Possibility for winterization and ice-class • Optimised fuel efficient hull form based on comprehensive experience through testing and CFD analysis

UT 7625 IMR Length : 126.00 m Breadth : 25.00 m Persons on board : 120 DP capability (ERN/ERN*) : Up to 99.99

12 Mobile offshore units (MOU)/mobile offshore drilling units MODU( ) The UT-range of MOU & MODU provides a comfortable, safe and efficient platform for a wide diversity of Intervention and drilling activities, including but not limited to wireline Intervention work, tophole drilling, coiled tubing, plug & abandon, etc.

Special focus has been made on operability in regards to motion characteristics which benefit the crew comfort, crew changes with

helicopters and the operational acceleration limits valid for the different SHIP DESIGN crane and module handling systems.

The MOU/MODU range: • Vessel designs are made to specific customer needs. • Highest possible comfort level and high-standard living environment (Up to comfort class 1) • Optimum operational and hotel logistics, including NORSOK compliance • Rolls-Royce redundant thruster solution for the maximized DP3 capability • Energy efficient power generation system with energy storage solutions • Delivered with both vessel integrated topside hangar, or standalone derrick • Optimum motion characteristics for minimised accelerations • ROV Systems in hangar through moonpool(s) and/or the over side. • Easy built hull forms/accommodation modules with a min. of curvatures. • Possibility for winterization and ice-class

UT 777 (MOU/MODU) Length : 170.00 m Breadth : 28.00 m DP capability - Worst single failure : Hs 7 meters at Åsgard field Comfort class : V(1)C(1) Capacity : 91 persons in single cabins

13 Specialised vessels

The NVC range also includes other specialised vessels like research, emergency response, rescue, Oceanographic research vessels, live fish carriers, seismic and emergency response. 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.

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

Coastguard vessel range: • 50-200 T bollard pull UT 512 • Speed range 15-21 knots Length : 83.00 m • Fire fighting Breadth : 15.50 m • Oil recovery (max) : 6.00 m • Tug Deadweight : 1500 DwT Speed : >18.50 knots • SPS notation Bollard pull : over 100 t • Ice classed

14 Oceanographic research vessels The UT range of oceanographic research vessels provides excellent seakeeping capabilities and optimised arrangements for multi disciplinary scientific work. The range includes also vessels with high ice class and with icebreaking capability.

Suitable for a variety of tasks such as multidiciplinary scientific operations, transport of solid and liquid cargo, helicopter operations. SHIP DESIGN Oceanographic research vessel range: • Medium to large sized vessels • Underwater radiated noise acc to DNV Silent-R • Crew size 40 persons to 120 persons • Ice class up to PC3 • Shaftlines or azimuth propulsion • Icebreaking capability >1.5m ice UT 851 Length : 128.90 m Breadth : 24.00 m Accommodation : 90 persons Ice class : PC3/PC4

15 Seismic vessels The UT range of seismic vessels provides fuel efficient designs for the whole range with excellent seakeeping capabilities and optimised arrangements. Both seismic streamer vessels and seismic support vessels can be offered.

Hybrid propulsion system for optimum fuel efficiency and redundancy.

Seismic vessel range: • 2D and 3D streamer vessels • Underwater radiated noise acc to DNV Silent-S • Hybrid propulsion systems • Ice classed • SPS compliant • Winterized • Wave piercing hull design UT 833 WP Length : 110.00 m Breadth : 26 m/28 m Capacity : 20 streamers

16 Live fish carrier The NVC range of fish carriers is developed to provide the highest level of gentle fish handling, redundancy, safety and efficiency.

Our live fish carriers are designed with a space efficient diesel-electric propulsion system.

Live fish carrier range: 3 3 • 1500 m -7500 m capacity SHIP DESIGN • Movable bulkheads • RO fresh production • Fresh water treatment system • Vacuum loading/pressure unloading

NVC 387 Length : 79.90 m Breadth : 18.00 m Well capacity : 3200 m3

17 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 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.

• Stern trawler developed for fuel efficient operations through a wave piercing hull design and HSG machinery system • Bottom and mid-water trawling • Low emission and fuel consumption levels • Seakeeping and comfort • Gentle fish handling NVC 375 WP Length : 81.80 m Breadth : 17 m Cargo hold : 2400m3

18 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.

• Highly efficient pelagic trawlers • Can be delivered with HSG propulsion system • Low emission and fuel consumption levels • Seakeeping and comfort

• Gentle fish handling SHIP DESIGN

NVC 331 Length : 74.80 m Breadth : 15.5 m Cargo hold : 2200m3

19 Merchant vessels General cargo vessels Rolls-Royce offers a wide range of designs for merchant vessels including tankers, cargo carriers, RoPax vessels, cruise vessels and explorer yachts For best possible performance comfort and safety, our designs are optimised against owners operational philosophy and real sea conditions from intended operational areas. NVC 405 Length : 119,95 m • 4 cargo decks, 1 stern ramp, moveable Breadth : 20,80 m interior ramps, side door with 2 cargo Draft (max) : 6.00 m lifts and container deck crane Deadweight : 5000 DwT • Deck area: 5000 m2 Speed : approx 14 kn Main : 3940 kW • Gas fuelled Cargo capacity : 4200m3 Endurance : 3400 NM

NVC 466 Length : 140.00 m • Cargo holds for bulk or containers Breadth : 19.00 m • Diesel or gas fuelled Draft (max) : 6.60 m Deadweight : 6300 DwT Speed : approx 15 kn. Main engines : 5700 kW Cargo capacity : 780 TEU cont. Endurance : 5300 NM

20 Passenger vessels and explorer yachts The NVC range of designs for passenger vessels includes cruise ferries, Ro-Pax vessels,cruise vessels and explorer yachts, and fulfils the highest expectations of comfort, reliability and safety. We are putting high effort into developing modern efficient and attractive designs, incorporating latest technologies to give best possible benefits for owner.

NVC 2130 LNG SHIP DESIGN Length : 130.00 m • Optimised for efficient Ro-Ro cargo Breadth : 24.00 m handling and designed for excellent Draft (max) : 5.50 m passenger and crew comfort Deadweight : 3300 DwT • Diesel or gas fuelled Speed : 19 knots Main engines : 2 x 5250 kW Endurance : 1800 NM

NVC 2140 Length : 140.00 m • Optimised for Exploring cruise Breadth : 23.60 m operation and capable of operationg in Draft (max) : 5.50 m the most austere areas of the world. Deadweight : 1800 DwT • Diesel fuelled Speed : 16 knots Main engines : 4 x 3600 kW Endurance : 6000 NM

21 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 • For 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

22 Tankers Rolls-Royce provides safe, reliable and economical transport of chemical and products. The design incorporates propulsive redundancy from the simplest single screw propulsion alternative with a “take-me-home” device, to the most comprehensive systems with two totally independent propulsion lines including twin screw or twin azimuthing propulsion. SHIP DESIGN NVC 605 CT Length : 99.90 m • for transporting chemical and Breadth : 17.20 m petroleum products Draft (max) : 6.20 m • Stainless steel cargo tanks, closed deck Deadweight : 5300 DwT trunk, deepwell cargo pumps Speed : 14 knots Main engines : 2 x 1460 kW • Gas fuelled Cargo capacity : 6400 m3 Endurance : 3000 NM

23

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 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.

25 Offshore vessels

Rolls-Royce provides a wide range of propulsion systems for offshore service vessels. Depending on the vessels operational profile and customer´s 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 • 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 reduction gears • 2 x rudders and steering gear • 1 x swing-up azimuth thruster • 4 x tunnel thrusters • 4 x diesel propulsion engines • 4 x diesel generator engines • Automation and control systems • Dynamic positioning system

Drillships A equipped with diesel-electric propulsion systems comprising:

• 6 x azimuth underwater mountable thrusters • 6 x diesel generator engines • Propulsion control systems

26 PSV PROPULSION SYSTEMS

AHTS

Drillship

27 Seismic vessels A seismic research vessel equipped with a flexible hybrid propulsion system comprising:

• 2 x CP propellers • 2 x reduction gears with shaft generator • 2 x rudders and steering gear • 1 x swing-up azimuth thruster • 1 x tunnel thruster • 2 x propulsion engines • 2 x diesel generator engines • Automation and control systems

Subsea vessels A subsea construction vessel equipped with diesel- electric propulsion system comprising:

• 2 x pulling azimuth thrusters • 1 x CP • 1 x reduction gear • 1 x retractable azimuth thruster • 2 x tunnel thrusters • 6 x diesel generator engines • Propulsion control systems • Automation and control systems

Shuttle tankers A shuttle tanker equipped with hybrid propulsion system comprising:

• 1 x CP propeller • 1 x and steering gear • 2 x retractable azimuth thruster • 2 x tunnel thrusters • 1 x propulsion engine with shaft generator • 3 x diesel generator engines • Propulsion control systems

28 Seismic PROPULSION SYSTEMS

Subsea

Shuttle tanker

29 Platforms and rigs A drilling rig equipped with:

• 8 x azimuth underwater mountable thrusters • 2 x diesel generator engines • Propulsion control systems 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 • 2 x reduction gear with a shaft generator • 1 x tunnel thruster • 1 x swing-up azimuth thruster • 2 x diesel propulsion engines • 4 x diesel generator engines • Dynamic positioning system Fishing vessels

Rolls-Royce provides a wide range of propulsion systems for fishing vessels. Depending on the vessels operational profile and customer´s 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 • 1 x reduction gear with a shaft generator • 1 x high lift flap rudder with steering gear • 2 x tunnel thrusters • 1 x diesel propulsion engine • 1 x diesel generator set • Power electric system • Automation and control systems

30 Rig PROPULSION SYSTEMS

Coastguard

Pelagic trawler

31 Merchant vessels

Rolls-Royce provides a wide range of propulsion systems for merchant vessels. Depending on the vessels operational profile and customer´s 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 azimuth thrusters • 2 x propulsion gas engines • 2 x auxiliary generators • Automation and control system • Power electric system

Ferries A double ended with mechanical hybrid gas propulsion system comprising:

• 4 x azimuth thrusters • 4 x propulsion gas engines • 2 x auxiliary generators • Propulsion control and integrated automation system, including gas safety and monitoring • Power electric system

Passenger ships A ropax vessel with mechanical hybrid gas propulsion system comprising:

• 2 x Promas integrated propeller and rudder systems • 2 x tunnel thrusters • 2 x gas propulsion engines • 2 x rotary vane steering gear • Fin stabilisers • Propulsion control and integrated automation system, including gas safety and monitoring • Power electric system

32 Tug PROPULSION SYSTEMS

Ferry

Ro-Pax

33

DIESEL AND GAS ENGINES

Diesel and gas engines Rolls-Royce, with the MTU and Bergen 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.

35 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 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 : Due to continuous development, some data may change without notice.

36 General conditions for Bergen marine engines Marine liquid fuel engines Ratings are according to ISO 3046-1, at maximum 45°C ambient air temperature and maximum 32°C sea water temperature. Specific fuel oil consumption is based on MDO with a net calorific value of 42,7 MJ/kg and no engine driven pumps. For each engine driven pump, there is a need to add 0,5%.

Emissions

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

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

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

Marine gas 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 45°C ambient air temperature and maximum 32°C sea water temperature. Specific fuel gas consumption excluding engine driven pumps is based on reference natural gas with Methane number above 70 and net calorific value of 36 MJ/nm3. If there are engine driven pumps, add 0,5% for each pump. Gas feed temperature is 20-40°C. Minimum gas feed pressure to Gas Regulating Unit to be 4,5 barg.

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

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

37 Bergen marine engines

Bergen diesel and gas engine are supplied either for mechanical 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.

38 Engine type

B32:40V16P

B32:40V12P MarineB33:45V12P engine product range B33:45L9P Liquid fuel B33:45L8P Engine type B33:45L7P B32:40V16P B33:45L6P B32:40V12P C25:33L9P

C25:33L8PB33:45V12P B33:45L9P C25:33L6P MW B33:45L8P 0 2 4 6 8 10 B33:45L7P DIESEL AND GAS ENGINES B33:45L6P

C25:33L9P

C25:33L8P

C25:33L6P MW 0 2 4 6 8 10

Gas

Engine type

B35:40V20AG

B35:40V12PG

B35:40L9PG

B35:40L8PG* Engine type C26:33L9PG B35:40V20AG C26:33L8PG B35:40V12PG C26:33L6PG

B35:40L9PG MW 0 2 4 6 8 10 B35:40L8PG*

*SubjectC26:33L9PG to approval prior to sales

C26:33L8PG

C26:33L6PG

MW 0 2 4 6 8 10

39 Propulsion engines - Liquid fuel Bergen C25:33L

Principal dimensions Cylinder diameter 250mm. Piston stroke 330mm.

Engine type A B C D Weight dry engine C25:33L6P 3170 4036 3179 1775 18300 kg C25:33L8P 3930 4796 3195 1873 23200 kg C25:33L9P 4310 5176 3230 1873 25000 kg

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 (MCR) BHP (metric) 2610/2720 3480/3625 3915/4080 Mean effective pressure (BMEP) bar 26.4/24.7 26.4/24.7 26.4/24.7 Specific fuel consumpion g/kWh 182/185 182/185 182/185 Specific lub. oil consumpion g/kWh 0.7 0.7 0.7 Cooling water temp. engine outlet oC 90 90 90

*MDO operations. Dimensions given apply for rigidly mounted engines with wet sump. Dry sump can be supplied upon request. Front end P.T.O. can be delivered upon request.

40 Propulsion engines - Liquid fuel Bergen B32:40V DIESEL AND GAS ENGINES

Principal dimensions Cylinder diameter 320mm. Piston stroke 400mm.

Engine type A B C D Weight dry engine B32:40V12P 5176 6040 4526 2712 56000 kg B32:40V16P 6426 7489 4830 3192 73000 kg

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 (metric) 8160 10880 Mean effective pressure (BMEP) bar 24.9 24.9 Specific fuel consumpion g/kWh 184 184 Specific lub. oil consumpion g/kWh 0.8 0.8 Cooling water temp. engine outlet oC 90 90

Dimensions given apply for rigidly mounted engines with wet sump. Dry sump can be supplied upon request. Front end P.T.O. can be delivered upon request

41 Propulsion engines - Liquid fuel Bergen B33:45L

Principal dimensions Cylinder diameter 330mm. Piston stroke 450 mm.

Engine type A B C D Weight dry engine B33:45L6P 4535 5622 3892 2227 40500 kg B33:45L7P 5055 6142 3892 2227 47000 kg B33:45L8P 5575 6662 4039 2320 52100 kg B33:45L9P 6095 7182 4039 2320 63200 kg B33:45V12P 5410 6867 4544 3138 74300 kg

Technical data

Engine type B33:45L6P B33:45L7P B33:45L8P B33:45L9P B33:45V12P Number of cylinders 6 7 8 9 12 Engine speed r/min 750 750 750 750 750 Mean piston speed m/s 11.2 11.2 11.2 11.2 11.2 Max. continuous rating (MCR) kW 3600 4200 4800 5400 7200 Mean effective pressure (BMEP) bar 25 25 25 25 25 Specific fuel consumpion g/kWh 175* 175* 175* 175* 176 Specific lub. oil consumpion g/kWh 0.8 0.8 0.8 0.8 0.8 Cooling water temp. engine outlet oC 90 90 90 90 90

* At 85% load along propeller curve Weight dry engine excludes flywheel and transport foundation. Dimensions given apply for resiliently mounted engines.

42 Propulsion engines - Gas Bergen C26:33L DIESEL AND GAS ENGINES

Principal dimensions Cylinder diameter 260mm. Piston stroke 330mm.

Engine type A B C D Weight dry engine C26:33L6PG 3170 4176 3161 1729 17500 kg C26:33L8PG 3930 4936 3261 1785 25800 kg C26:33L9PG 4310 5316 3161 1785 29000 kg

Technical data

Engine type C26:33L6PG C26:33L8PG C26:33L9PG 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 1460/1620 1940/2160 2190/2430 Max. continuous rating (MCR) BHP (metric) 1985/2205 2675/2935 2980/3305 Mean effective pressure (BMEP) bar 18.5 18.5 18.5 Specific energy consumpion kJ/kWh 7550 7550 7550 Specific lub. oil consumpion g/kWh 0.4 0.4 0.4 Cooling water temp. engine outlet oC 90 90 90

43 Propulsion engines - Gas Bergen B35:40L

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

Engine type A B C D Weight dry engine B35:40L8PG* 5430 6423 3898 1955 40000 kg B35:40L9PG 5950 6943 3897 2042 44800 kg

Technical data

Engine type B35:40L8PG* B35:40L9PG Number of cylinders 8 9 Engine speed r/min 750 750 Mean piston speed m/s 10 10 Max. continuous rating (MCR) kW 3500 3940 Max. continuous rating (MCR) BHP (metric) 4760 5360 Mean effective pressure (BMEP) bar 18.2 18.2 Specific energy consumpion kJ/kWh 7550 7550 Specific lub. oil consumpion g/kWh 0.4 0.4 Cooling water temp. engine outlet oC 90 90

* Subject to approval prior to sales

44 Propulsion engines - Gas Bergen B35:40V DIESEL AND GAS ENGINES

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

Engine type A B C D Weight dry engine B35:40V12PG 5316 6330 4443 3025 57500 kg

Technical data

Engine type B35:40V12PG* Number of cylinders 12 Engine speed r/min 750 Mean piston speed m/s 10 Max. continuous rating (MCR) kW 5400 Max. continuous rating (MCR) BHP (metric) 7750 Mean effective pressure (BMEP) bar 18.7 Specific energy consumpion kJ/kWh 7475 Specific lub. oil consumpion g/kWh 0.4 Cooling water temp. engine outlet oC 90

* Fuel gas inlet only available at the flywheel end.

45 Generating set - Liquid fuel Bergen C25:33L

Principal dimensions Cylinder diameter 250mm. Piston stroke 330mm.

Weights dry Engine type A B C D E Engine** Alternator Total C25:33L6A 2698 4176 6874 2300 3195 23960 kg 10350 kg 34310 kg C25:33L8A 2838 4796 7709 2304 3261 30200 kg 12200 kg 42400 kg C25:33L9A 3038 5176 8214 2304 3230 30900 kg 12200 kg 43100 kg

Technical data

Engine type C25:33L6A C25:33L8A C25:33L9A 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. cont. rating (MCR) kW 1920/2000 2560/2665 2880/3000 Max. cont. rating altern, (η=0.96) kW 1843/1920 2457/2558 2764/2880 Max. cont. rating altern, (Cosφ=0.8) kVA 2303/2400 3071/3197 3455/3600 Max. cont. rating altern, (Cosφ=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 Specific fuel consumpion* g/kWh 182/185 182/185 182/185 Specific lub. oil consumpion g/kWh 0.7 0.7 0.7 Cooling water temp. engine outlet oC 90 90 90

*MDO operations. Engine ** Engine and foundation Dimensions given apply for resiliently mounted engines. Choice of alternator may effect the given dimensions and weights.

46 Generating set - Liquid fuel Bergen B32:40V DIESEL AND GAS ENGINES

Principal dimensions Cylinder diameter 320mm. Piston stroke 400mm.

Weights dry Engine type A B C D E Engine** Alternator Total B32:40V12A 3596 6040 10036 3110 4645 71475 kg 21250 kg 92725 kg B32:40V16A 4564 7492 12056 3192 4612 90010 kg 32000 kg 122010 kg

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. cont. rating (MCR) kW 5760/6000 7680/8000 Max. cont. rating altern, (η=0.97) kW 5587/5820 7449/7760 Max. cont. rating altern, (Cosφ=0.8) kVA 6983/7275 9311/9700 Max. cont. rating altern, (Cosφ=0.9) kVA 6207/6466 8276/8622 Mean effective pressure (BMEP) bar 24.9 24.9 Specific fuel consumpion g/kWh 183/184 183/184 Specific lub. oil consumpion g/kWh 0.8 0.8 Cooling water temp. engine outlet oC 90 90

Engine ** Engine and foundation Dimensions given apply for resiliently mounted engines. Choice of alternator may effect the given dimensions and weights.

47 Generating set - Liquid fuel Bergen B33:45L

Principal dimensions Cylinder diameter 330mm. Piston stroke 450mm.

Weights dry Engine type A B C D E Engine** Alternator Total B33:45L6A 3410 5870 9280 2431 4100 46000 kg 18200 kg 64200 kg B33:45L7A 3410 6405 9815 2431 4100 53100 kg 19600 kg 72700 kg B33:45L8A 3505 6940 10445 2488 4250 60100 kg 21000 kg 81100 kg B33:45L9A 3505 7475 10980 2488 4250 67100 kg 22300 kg 89400 kg B33:45V12A* 4033 6870 10900 3140 4800 85000 kg 25000 kg 110000 kg

Technical data

Engine type B33:45L6A B33:45L7A B33:45L8A B33:45L9A B33:45V12A* Number of cylinders 6 7 8 9 12 Engine speed r/min 720/750 720/750 720/750 720/750 720/750 Mean piston speed m/s 10.8/11.2 10.8/11.2 10.8/11.2 10.8/11.2 10.8/11.2 Max. cont. rating (MCR) kW 3600 4200 4800 5400 7200 Max. cont. rating altern, (η=0.97) kW 3492 4074 4656 5238 6950 Max. cont. rating altern, (Cosφ=0.8) kVA 4365 5093 5820 6548 8690 Max. cont. rating altern, (Cosφ=0.9) kVA 3880 4526 5173 5820 7722 Mean effective pressure (BMEP) bar 26/25 26/25 26/25 26/25 26/25 Specific fuel consumpion g/kWh 177 177 177 177 176 Specific lub. oil consumpion g/kWh 0.5 0.5 0.5 0.5 0.8 Cooling water temp. engine outlet oC 90 90 90 90 90

*Preliminary data. Engine ** Engine and foundation Dimensions given apply for resiliently mounted engines. Choice of alternator will effect the given dimensions and weights.

48 Generating set - Gas Bergen C26:33L DIESEL AND GAS ENGINES

Principal dimensions Cylinder diameter 260mm. Piston stroke 330mm.

Weights dry Engine type A B C D E Engine** Alternator Total C26:33L6AG 2835 4176 7011 2304 3161 22605 kg 11300 kg 33905 kg C26:33L8AG 2835 4936 7771 2304 3161 31520 kg 11300 kg 42820 kg C26:33L9AG 2835 5316 8315 2304 3161 34720 kg 11300 kg 46020 kg

Technical data

Engine type C26:33L6AG C26:33L8AG* C26:33L9AG Number of cylinders 6 8 9 Engine speed r/min 900/1000 900/1000 900/1000 Frequency hz 60/50 60/50 60/50 Mean piston speed m/s 10/11 10/11 10/11 Max. cont. rating (MCR) kW 1460/1620 1940/2160 2190/2430 Max. cont. rating altern, (η=0.96) kW 1401/1555 1840/2050 2102/2332 Max. cont. rating altern, (Cosφ=0.8) kVA 1751/1943 2300/2563 2627/2915 Max. cont. rating altern, (Cosφ=0.9) kVA 1556/1727 2044/2278 2335/2591 Mean effective pressure (BMEP) bar 18.5 18.5 18.5 Specific energy consumpion KJ/kWh 7550 7550 7550 Specific lub. oil consumpion g/kWh 0.4 0.4 0.4 Cooling water temp. engine outlet oC 90 90 90

* In progress – release date to be announced at later stage. Engine** Engine and foundation Depending on type of alternator the weight and dimensions may change.

49 Generating set - Gas Bergen B35:40L

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

Weights dry Engine type A B C D E Engine** Alternator Total B35:40L8AG* 3315 7060 10375 2310 3855 53300 kg 17750 kg 71050 kg B35:40L9AG 3904 6944 10848 2630 4445 63245 kg 16300 kg 79545 kg

Technical data

Engine type B35:40L8AG* B35:40L9AG Number of cylinders 8 9 Engine speed r/min 720/720 720/750 Frequency hz 60/50 60/50 Mean piston speed m/s 9.6/10 9.6/10 Max. cont. rating (MCR) kW 3360/3500 3780/3940 Max. cont. rating altern, (η=0.97) kW 3260/3395 3666/3821 Max. cont. rating altern, (Cosφ=0.8) kVA 4075/4243 4582/4776 Max. cont. rating altern, (Cosφ=0.9) kVA 3622/3772 4073/4245 Mean effective pressure (BMEP) bar 18.2 18.2 Specific energy consumpion KJ/kWh 7550 7550 Specific lub. oil consumpion g/kWh 0.4 0.4 Cooling water temp. engine outlet oC 90 90

* Subject to approval prior to sales. Engine** Engine and foundation Depending on type of alternator the weight and dimensions may change.

50 Generating set - Gas Bergen B35:40V DIESEL AND GAS ENGINES

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

Weights dry Engine type A B C D E Engine** Alternator Total B35:40V12AG 4072 6040 10112 3110 4667 74250 kg 22820 kg 97070 kg B35:40V20AG 3862 8120 13053 3804 4320 111800 kg 35000 kg 146794 kg

Technical data

Engine type B35:40V12AG B35:40V20AG* Number of cylinders 12 20 Engine speed r/min 720/750 720/750 Frequency hz 60/50 60/50 Mean piston speed m/s 9.6/10 9.6/10 Max. cont. rating (MCR) kW 5180/5400 9200/9500 Max. cont. rating altern, (η=0.97) kW 5307/5530 9000/9380 Max. cont. rating altern, (Cosφ=0.8) kVA 6634/6912 11250/11725 Max. cont. rating altern, (Cosφ=0.9) kVA 5898/6114 10000/10422 Mean effective pressure (BMEP) bar 18.2 20.0 Specific energy consumpion KJ/kWh 7475 7500 Specific lub. oil consumpion g/kWh 0.4 0.4 Cooling water temp. engine outlet oC 90 90

*Available for marine applications upon request. Engine** Engine and foundation Depending on type of alternator the weight and dimensions may change.

51 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 1,030 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 1,920 to 3,600 kW available. The 12V, 16V, 20V top of the range product delivers 2,340 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 4,800 to 7,400 kW.

Series 8000 Even more power to suit the increased demand of vessels with high payload and speed: from 7,280 kW (16V) with up to 10,000 kW (20V), the robust Series 8000 diesel engine offers the best performance. Thanks to its proven advantages and naval qualification, the MTU Series 8000 is also the ideal partner in worldwide military and civilian use.

52 MTU genset 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 3480 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 DIESEL AND GAS ENGINES concepts, and incorporate acoustic improvements.

MTU series built engines and generator sets for marine commercial and applications:

MTU Series S60 MTU Series 2000

MTU Series 4000 MTU Series 4000 Genset

MTU Series 1163 MTU Series 8000

53 Power range Marine and offshore service & supply

Main propulsion: Engine power in kW 500 1000 1500 2000 2500 3000 3500 4000 4500

60

2000

396 Engine Series Engine 4000

1163

8000

Engine power in kW Engines 1A 1B 1D 1DS 60 261-373 354-447 – 466-615 2000 400-800 720-1440 810-1630 932-1939 396 – 1000-2000 – – 4000 746-2240 1920-3600 – 2340-4300 1163 – 4800-6000 5200-6500 5920-7400 8000 – 7280-9100 – 8000-10000

1A - Diesel engines for vessels with unrestricted continuous operation Average load: 70 - 90 % of rated power; Rating definition: ICFN, fuel stop; Typical annual usage: unrestricted*

1B - Diesel engines for fast vessels with high load factors Average load: 60 - 80 % of rated power; Rating definition: ICFN, fuel stop; Typical annual usage: 5000 hours*

54 4500 1DS - 1D - Typical annualusage:1500hours* Average definition:ICFN,fuelstop; load: ≤60%ofratedRating power; Typical annualusage:3000hours* Average load: ≤60 selection guideline. selection choose engines from otherMTU applicationgroups thanstated inthe engine suitsyour demandsbest.For ofvessel, your type you canalso * MTU application groups (page 6-9) only indicate whichMTU diesel 5000 Diesel engines for fastvessels withlow loadfactors Diesel engines for fastvessels withintermittent loadfactors 5500

% of rated power; Rating definition:ICFN,fuelstop; % ofratedRating power; 6000

6500

7000

7500

8000

8500

9000

55 DIESEL AND GAS ENGINES GAS AND DIESEL Power range Marine and offshore service & supply

Marine on-board power generation, diesel-electric drives and generator sets:

Engine power in kW 500 1000 1500

60

2000

Engine Series Engine 396

4000

Engine power in kW Engines 3A/3B 3A/3B Frequency 50 Hz 60 Hz 60 271-322 271-370 2000 332-770 400-930 396 680-1030 790-1200 4000 760-2600 895-3015

Genset power in kWe* Gensets 3A/3B 3A/3B Frequency 50 Hz 60 Hz MG 2000 310-730 370-880 MG 4000 720-1690 850-2150

* alternator efficiency of 96% considered, excluding parasitic losses

56 1500 3A/3B - capab. definition:ICXN,10% overload Rating Continuous operation60Hz; capab. definition:ICXN,10% overload Rating Continuous operation50Hz; the selection guideline. the selection choose engines from otherMTU applicationgroups thanstated in suits your demandsbest.Forengine ofvessel, your type you canalso MTU applicationgroups (page6-9)onlyindicate whichMTU diesel diesel-electric drive diesel-electric Diesel engines for onboard power generation and

2000

2500

3000

57 DIESEL AND GAS ENGINES GAS AND DIESEL MTU rating philosophy

Application Load factor: Max. Max. index: e.g. Load profile Utilization 1A, 3A, 1DS Load factor p.a. TBO

A Unrestricted/ Heavy duty 70-90% load factor

B High load/ Medium duty 60-80% load factor

C/D/DS Intermitted an low Power load/short time duty density < 60% load factor Max.

MTU is working hard to meet and even exceed the increasing demands of ship owners and operators for cost-effective and eco-friendly solutions. One example is the engine TBO (Time Between Overhauls) which we optimise on the basis of field data analysis and close inspection of engines and components that have already proven their reliability in field operation. Depending on the analysis results, we extend maintenance and TBO intervals keeping safe operation assured.

MTU offers product lines specifically tailored to customer requirements. Some are laid out for high power density with ideal power-to-weight- ratios (application groups C, D and DS). Other product lines are specifically configured to achieve maximum service life at lower power densities. These are suitable for applications involving high load factors and runtimes up to 8,000 hours per year (application groups A and B).

58 Power definition

Power definition The rated power of diesel engines stated in this sales program corresponds to ISO 3046-1:2002 (E) and ISO 15550:2002 (E). The power produced at the flywheel will be within the tolerance of 3 % - according to ISO 15550:2002 (E) – up to 25°C (77°F) combustion air temperature measured at the air cleaner inlet and up to 25°C (77°F) sea or raw water temperature measured at the seawater pump suction inlet, unless other values mentioned explicitly.

ICFN = ISO standard (continuous) fuel stop power

ICXN = ISO standard (continuous) power exceedable by 10 % DIESEL AND GAS ENGINES (ratings also apply to ISO 8665 and SAE J1228 standard conditions)

Barometric pressure: 1000 mbar Site altitude above sea level: 100 m Fuel specification: EN 590 to ASTM D 975-00 (Fuel consumption [with all pumps] in accordance with DIN ISO 3046 [except Series 60], values stated for IMO certification.)

General reference conditions for diesel engines and generator sets: – Intake air temperature 25°C – Sea water temperature 25°C – Charge air coolant inlet temperature 45°C up to 65°C without deration

All engines are designed and built according to classification requirements, certificate on request. Classification with: – Unrestricted service for engines with 10% overload capacity – Restricted service for engines without overload capacity

59

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 Navy’s new Ship-to-Shore Connector hovercraft.

61 Gas turbines

Rolls-Royce pioneered the use of aero-derivative gas turbines in marine propulsion, primarily for naval vessels. Today more than 20 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 Navy’s on-board ship generator. The 501-K34 is in service on three US Navy ship classes and with the South Korean navy and Japan’s Maritime Self-Defence Force. More than 200 AG9140 units have been delivered for the DDG51 program. The later units feature redundant independent mechanical start using the A250-KS4 mechanical starter, enabling a black ship start from two 12volt batteries.

Key features: • Lightweight and modular • Mechanical starter for black • Local or remote control ship start • MIL-G-22077 qualified • Full 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, 100ºF inlet temperature, enclosure ventilation, and generator and gearbox losses) All data subject to change without prior notice.

62 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 Navy’s DDG-1000 multi-mission destroyers and has been designed to meet all US Navy requirements. GAS TURBINES

Key features: • Designed to meet • Local or remote control MIL-S 901D shock • Full Authority Digital • Electric start Control (FADC) • Minimal structural • No post shutdown restart borne noise restrictions

Technical data

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

3900 4300 (int) 51392 9.73 x 3.11 x 4.36 14600 1800

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

63 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 Navy’s new Ship-to-Shore Connector (SSC) hovercraft built by Textron Marine & Land Systems.

Key features: • Compact and powerful • Member 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 • Low-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

All data subject to change without prior notice.

64 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 Navy’s 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 2800 to 3600 flat rated to 30000 3600 (60Hz) 38°C packaged* * dependent on options All data subject to change without prior notice.

65

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.

67 Azimuth thruster range

US Type Azipull

Powers: Powers: 250 - 5000kW 900 - 5000 kW

Contaz Underwater Mountable Powers: UUC Type 2000 - 3700kW Powers: 2300 - 6500kW

Retractable Swing-up/ UL Type Combi Powers: Powers: 400 - 3800kW 880 - 2000kW

68 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 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 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 PROPULSORS

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

CONTAZ 50 5300 750 - 1200 78 4200

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

69 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.

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 1500 US 105-P9 720 1000 - 1800 6 24 - 25 1600 1600 US 155-P12 1000 750 - 2000 9.5 - 11 32 - 35 1800 1800 US 155-P14 1280 750 - 2000 11.5 - 12.5 38 - 43 2000 US 205-P18 1500 750 - 1800 18 51 2200 2300 US 205-P20 1920 750 - 1800 18 - 19 60 - 63 2400 2600 US 255-P30 2470 750 - 1800 27 - 28 78 - 83 2800 2800 US 35 2790 750 - 1800 36 - 37.5 90 + - 94 + 3000 3000 US 305-P40 3200 750 - 1600 41 - 43 102 + - 108 + 3200 3200 US 355-P50 3700 720 - 1200 54 - 56 115 + - 125 + 3500 3800 US 60 5000 750 - 1200 78 - 82 165 + - 173 + 4000

For performance predictions please contact Rolls-Royce.

70 Azimuth-PM thrusters

AZ-PM combines a ring-type permanent magnet electric motor, propeller and nozzle in a tightly integrated propulsion unit. It offers improved efficiency and simplicity compared to conventional geared azimuth thrusters with separate electric motors in the thruster room. The permanent magnet azimuthing thruster is a new addition to the Rolls-Royce family of thrusters, building on the design developed and verified on the permanent magnet tunnel thrusters with regard to thruster design and motor integration.

The AZ-PM meets operational requirements with focus on performance and reliability. The rotor of the motor forming a ring around the propeller blades combined with advanced blade shapes, suppresses or eliminates cavitation. The motor stator is incorporated in the nozzle which controls water flow and provides increased thrust over a wide speed range. The underwater unit can be rotated in azimuth to give steering and vectored thrust in any direction. PROPULSORS A steel structure carries the steering bearing and this is simply bolted into the hull. Only limited footprint space and headroom is required in the thruster room as the only components there are the slipring case that transfers power to the thruster and the compact electric steering motors. Speed control is by varying the frequency of the voltage supplied to the thruster motor.

A very high motor efficiency, 97% at nominal speed and high efficiency over the whole load range, and the submerged motor mean that no cooling equipment is required, saving space and reducing installation cost. Simple bearings in the rotor hub carry all loads, and no oil circulation pump is required for the underwater unit.

Technical data Thruster Power Thruster RPM Prop. Propeller Direction Drive type (kW) (kN) Dia type of (mm) rotation

AFE or AZ-PM 1900 500 - 1100 191kN at 239 1900 Monoblock CW/CCW 12-pulse 0knot /FP drive

AFE or AZ-PM 2600 1100 - 2600 411kN at 187 2600 Monoblock CW/CCW 12-pulse 0knot /FP drive

Approximate values, provided for information only. Actual thrust may vary for given applications. De-rating may be required on 12-pulse drive installations. All data is subject to change without prior notice.

71 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 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. • The AZP 085 and 100 can also be available with FF propeller

Technical data

Thruster type Power MCR Input speed Dry wt (t) Prop. Dia (kW) (rpm) (mm)

AZP 085 900 - 1600 1200 - 2000 13 1900 - 2300

AZP 100 1400 - 2500 720 - 1800 31 2300 - 2800

AZP 120 1800 - 3500 720 - 1200 45 2800 - 3300

AZP 150 3000 - 5000 600 - 1000 85 3300 - 4200

All data subject to change without prior notice

72 Azipull-PM thrusters

The new Azipull-PM (AZP-PM) have an L-drive configuration using essentially the same underwater unit as the conventional Azipull, but with a vertical shaft permanent magnet (PM) motor integrated into a new upper unit. The PM motor maintains a very high efficiency over a wide speed range.

Combined with the proven high propulsive and hydrodynamic efficiency of the Azipull this will be a winning combination, especially as there is a further small gain in mechanical efficiency by eliminating the upper gearbox. Space requirements in the thruster room are reduced because the new thruster is compact, the PM motor lying within the diameter of the mounting flange giving a small footprint and avoiding the complication of a coupling and foundations for the separate motor of a conventional Z or C drive electric configuration.

First to be introduced to the market is PROPULSORS the AZP-PM L-drive 120 size, rated at 2,500 -3,500kW continuous. This will be followed by two smaller frame sizes, 085 and 100, and one larger, the 150, so that this azimuth thruster series will in due course span a power range from 600kW to 5,000kW. They will cover the speed range up to 24 knots.

Key features: • Highly efficient pulling thruster • Space saving compact thruster • Reduced installation time for • Available with CP or FP propeller • The AZP-PM 085-L and 100-L can also be available with FF propeller

Technical data

Thruster type Power MCR (kW) Dry wt (t) Prop. Dia (mm)

AZP-PM 085-L* 600 - 1700* - 1900 - 2300

AZP-PM 100-L* 1800 - 2500* - 2300 - 2800

AZP-PM 120-L 2500 - 3500 59 2800 - 3300

AZP-PM 150-L* 3000 - 5000* - 3300 - 4200

* In development. All data subject to change without prior notice

73 Underwater mountable thrusters

A robust, heavy-duty L-drive azimuth thruster specifically designed for extended and reliable DP operation on offshore rigs and . Compact construction affords advantages for mounting at the 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

All data subject to change without prior notice

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 vessel’s drag. The UL models are designed for horizontal drive with automatic drive shaft disconnection system. ULE models are designed for vertical drive. Both are available with CP or FP propellers.

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

Drive shaft 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 All data subject to change without prior notice

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 All data subject to change without prior notice

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 .

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 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 • Open 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 • Blade 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 vessel’s 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 impeller’s 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 whose operator interface can be console or chair mounted to suit the customer’s 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: 600 1800 • Smaller passenger ferries • 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

All data subject to change without prior notice

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 Mono 8 x rubber 1600 1600 2180 7250 1957 11730 1000 146 FP bushings

TT PM Mono 8 x rubber 2000 2000 2600 12217 2540 18318 1600 229 FP bushings

All data subject to change without prior notice 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 rudder’s 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%

[%] -4% D

∆P -6% Promas -8%

-10%

-12% PROPULSORS 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%

[%] -4% D

∆P -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 [-] 2 C

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. 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 • Environmentally friendly sealing • Synchronous motor with arrangement brushless excitation, or • Remote controlled brake and induction motor locking unit • Excellent manoeuvring • Pulling 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

All data subject to change without prior notice

106 1

2

3 PROPULSORS

4

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 Prop. dia Bollard pull thrust (kN) Open water speed (knots) (MW) (rpm) (t) (m)

185 4 - 7 110 - 170 80 - 145 3.2 - 4.5 450 - 850

210 6 - 11 105 - 155 70 - 115 3.7 - 5.0 950 - 1200 Up to 20 232 8 - 13 100 - 147 110 - 155 4.5 - 5.65 1550 - 1500

250 10 - 15 95 - 140 145 - 190 4.7 - 6.0 1200 - 1650

277 12 - 18 90 - 132 250 - 325 5.2 - 6.6 1300 - 2050

All data subject to change without prior notice

108 Key features: • Power range 5 to 18MW • Stainless 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 8-13 MW 1200

1000

800 5-11 MW PROPULSORS

600 Bollard pull thrust (kN) thrust pull Bollard 400

200

0 0 2000 4000 6000 8000 10000 12000 14000 16000 18000 Shaft power (kW)

210 232 250 277

Pod size Bollard pull Shaft speed Weight Prop. dia Bollard pull thrust (kN) Open water speed (knots) (MW) (rpm) (t) (m)

185 4 - 7 110 - 170 80 - 145 3.2 - 4.5 450 - 850

210 6 - 11 105 - 155 70 - 115 3.7 - 5.0 950 - 1200 Up to 20 232 8 - 13 100 - 147 110 - 155 4.5 - 5.65 1550 - 1500

250 10 - 15 95 - 140 145 - 190 4.7 - 6.0 1200 - 1650

277 12 - 18 90 - 132 250 - 325 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 Prop. dia Bollard pull thrust Speed (MW) (rpm) (t) (m) (kN) (knots)

185 4 - 8 110 - 190 60 - 120 2.7 - 4.5 550 - 1250 Up to 16 210 7 - 12 105 - 160 110 - 160 3.6 - 5.2 950 - 1750

All data subject to change without prior notice

110 Key features: • Power range 4 to 11MW • Underwater 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

7-11 MW 1200 PROPULSORS 1000

4-7.5 MW Bollard pull thrust (kN) thrust pull Bollard 800

600

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

185 210

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

185 4 - 8 110 - 190 60 - 120 2.7 - 4.5 550 - 1250 Up to 16 210 7 - 12 105 - 160 110 - 160 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 . 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 • Available with a range of both vertical and horizontal shaft offsets • Four 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 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

All data subject to change without prior notice

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. REDUCTION GEAR

Vertical offset GHC-S /SC with Horizontal offset GHC-S-S/SC 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 MANOEUVRING Stabilisers 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 vessel’s 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.

A

C

B

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 All data subject to change without prior notice

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 MANOEUVRING

A B

Technical data

Model Max. Fin Maximum dimensions (m) Weight* Area (m2) (kg) A B C 10 1.0 - 2.0 1.20 1.17 0.72 3420 20 2.0 - 3.0 1.55 1.29 0.9 5710 30 3.0 - 4.0 1.86 1.72 1.11 10160 40 4.0 - 5.0 2.2 1.82 1.2 TBC 50 5.0 - 6.0 2.5 2.0 1.36 TBC

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

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 vessel’s 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.

A

D

B

C

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

All data subject to change without prior notice

120 Neptune The Neptune one-piece fin is built of fabricated materials, with a modified NACA section to maximise lift properties and minimise drag.

A STABILISATION AND MANOEUVRING

D

B

C

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

All data subject to change without prior notice

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 world’s 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

A

D

B

C

Aquarius stabilisation at rest stabiliser

A STABILISATION AND MANOEUVRING D B

C

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

All data subject to change without prior notice

123

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

Rotary vane steering gears are very compact – they include integrated rudder carrier bearings (lubricated by the hydraulic system oil) and are typically 50 – 60 per cent the weight of some competing designs, with low noise and vibration. Operationally, rotary vane is widely selected as it ensures full torque is available at all rudder angles. It gives more flexibility in the design of the steering system as the steering gear is optimised for the type of rudder it will be used with. Units come in 2, 3 and 4 vane variants with 70, 45 and 35° rudder angles respectively.

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 , 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 • Available with steering control • Low weight and rudder angle indicators as • Easy installation one complete system • Easy maintenance • Built-in rudder carrier • High positioning accuracy • Polymer sealings internally for • No external moving parts optimal tightness • Up to 700rudder angle • Simple and robust components

Technical data

Type Std. rudder stock Max working Max working Max mechanical Weight Max radial Max axial diameter (mm) pressure (bar) torque (kNm) rudder angle (deg) approx. (kg) load (kN) load (kN)

SR562L 120 54 16 2 x 61 400 175 104 SR562 160 133 40 2 x 61 400 175 104 SR622 200 125 70 2 x 71.5 620 400 200 SR642 240 125 110 2 x 72 920 600 250 SR662 280 125 170 2 x 72 1800 700 354 SR722 300 125 275 2 x 72 2750 855 370 SR723 320 125 412 2 x 44 2800 855 370 SR742 340 125 433 2 x 72 3700 1400 480 SR743 360 125 650 2 x 44 3750 1400 480 All data subject to change without prior notice

126 Fact Fact Sheet

Advantages of Rolls-Royce FCP system Frequency controlled pumps Advantages of Rolls-Royce– Low temperature FCP system Frequency controlledFrequency pumps controlled pumps are used for manoeuvring pump and directs the oil flow – Low temperature– Low spare cost Frequency controlledthe wholepumps SR are and used SV seriesfor ofmanoeuvring Rolls-Royce pumpto theand chambersdirects the of oil the flow actuator. – Low spare cost– Low noise the whole SR andsteering SV series gear. of This Rolls-Royce system utilises to athe reversible chambers of the actuator. The rudder will then turn in the direction – Low noise – Low energy consumptionsteering gear. This hydraulicsystem utilises pump a reversibleand motor together with a The rudder will thencorresponding turn in the to direction the order signal. When the – Low energy consumption– Low weight hydraulic pump andfrequency motor togetherconverter with for changing a the speed corresponding to orderedthe order position signal. isWhen reached, the the manoeuvring – Low weight – Analog control frequency converterand for direction changing of thethe pump. speed This gives smooth ordered position ispump reached, will the stop manoeuvring and a hydraulic blocking – Analog control– Cleaner hydraulic systemand direction of thestart pump. and This stop gives of smooth the steering gear and pump will stop andvalve a will hydraulic lock the blockingposition of the rudder. – Cleaner hydraulic– High system position accuracy start and stop ofenables the steering a precise gear analog and control system. valve will lock the Theposition actuator of the is rudder.normally supplied with two – High position– accuracyHigh security enables a precise analogThe pumps control and system. motors are mounted directly The actuator is normallyindependent supplied pump with units, two each driven by an – High security– Reduced life-cycle costs The pumps and motorson the are rudder mounted actuator directly with all necessary independent pumpelectric units, motor. each driven by an – Reduced life-cycle– Simple costs installation on the rudder actuatorfittings installedwith all necessaryat our production facilities. electric motor. The motor controller (frequency converter) – Simple installation– Small storage tank fittings installed atThis our limits production the need facilities. for piping onboard the The motor controllerof each (frequency pump unit converter) has separate and – Small storage– tankSmooth start/stop This limits the needvessel. for piping onboard the of each pump unitindependent has separate supply and from the main – Smooth start/stop– Variable rudder speed vessel. The actuator is completely filled with independent supplyswitchboard. from the main Each of the two control systems – Variable rudder speed The actuator is hydrauliccompletely oil, whenfilled leaving with the factory. switchboard. Eachis of powered the two control from the systems corresponding motor hydraulic oil, when leaving the factory. Functional description is powered from controller.the corresponding The two motor systems are therefore Functional descriptionThe power unit consists of a reversible controller. pump The twoboth systems hydrau licallyare therefore and electrically separate. The power unit consistsunit, flexibleof a reversible coupling pump and electricboth hydrau motor lically Aand fault electrically in one system separate. will therefore not unit, flexible couplingmounted and toelectric the top motor of the actuator.A fault in oneThe systeminterfere will therefore with the not operation of the other mounted to the ruddertop of commandthe actuator. signal The operates interfere the with thesystem. operation of the other SR series: 16rudder command - 650kNm signal operates the system.

BB C B

CC STABILISATION AND MANOEUVRING

A A

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 stock working working rudder approx radial axial [mm] [mm] [mm] Type Std. rudder Max Max Max mech Weight Max Max Depth A Height B Width C stock workingdia [mm] workingpressure [bar] rudder torque [kNm]approx angle [deg]radial [kg] axialload [kN] [mm]load [kN][mm] [mm] diaSR562L– [mm] FCPpressure [bar]120 torque [kNm]54 angle [deg]16 [kg]2x61.0 load [kN]400 load [kN]175 104 1230 390 900 SR562L– FCP SR562120 – FCP 54 160 16 133 2x61.0 40 4002x61.0 175 400 104 175 1230 104 390 1230 900 390 1150 SR562 – FCP SR622160 – FCP 133 200 40 125 2x61.0 70 4002x72.0 175 620 104 400 1230 200 390 1210 1150 675 980 SR622 – FCP SR642200 – FCP 125 240 70 125 2x72.0110 6202x72.0 400 920 200 600 1210 250 675 1330 980 765 1090 Type Std. rudder stock Max working Max working SR642 Max – FCP mechanicalSR662240 – FCP 125 280 110 125 2x72.0Weight170 9202x72.0 6001800 250 Max700 1330 radial 354 765 1430 1090 810 Max1180 axial SR662 – FCP SR722280 – FCP 125 300 170 125 2x72.0275 18002x72.0 7002750 354 855 1430 370 810 1610 1180 875 1470 diameter (mm) pressure (bar) torque (kNm) rudderSR722 – FCP angleSR723300 – FCP (deg)125 320 275 125 approx.2x72.0412 2750 (kg)2x44.0 8552800 370 855load 1610 (kN)370 875 1610 1470 875 load1470 (kN)

SR723 – FCP 320 125 412 2x44.0 2800 855 370 1610 875 1470 of 2-27.06.08 01.Steering-2 SR562L 120 54 16 2 x 61 400 175 of 2-27.06.08 01.Steering-2 104 Rolls-Royce Marine AS © 2008 Rolls-Royce plc Steering Gear - Tennfjord Whilst this information is given in good faith, no Rolls-Royce Marine AS N-6264 Tennfjord, Norway © 2008 Rolls-Royce plcwarranty or representation is given concerning such SR562 160 133 40 2 x 61 Steering Gear - TennfjordTel:400 +47 815 20 070 Fax: +47 70 20 89 00Whilst this information175 information,is given in good which faith, must no not be taken as establishing 104 N-6264 Tennfjord, NorwayE-mail: [email protected] warranty or representationany contractualis given concerning or other suchcommitment binding upon Tel: +47 815 20 070 Fax:www.rolls-royce.com +47 70 20 89 00 information, which mustRolls-Royce not be taken plc oras anyestablishing of its subsidiary or associated E-mail: [email protected] any contractual or othercompanies. commitment binding upon SR622 200 125 70 2 x 71.5 www.rolls-royce.com 620 Rolls-Royce plc or 400any of its subsidiary or associated 200 companies. SR642 240 125 110 2 x 72 920 600 250 SR662 280 125 170 2 x 72 1800 700 354 SR722 300 125 275 2 x 72 2750 855 370 SR723 320 125 412 2 x 44 2800 855 370 SR742 340 125 433 2 x 72 3700 1400 480 SR743 360 125 650 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 actuator’s 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 SG SG Max Max Max Design Max Theo- Theo- Net Max Max Swept Pump With Height Weight Max NET fam type rudder mech. working torque working retical retical WT radial axial volume (l/min) (mm) (mm) approx. working working stock rudder pressure theoretical torque loss loss (kNm) load load (kg) pressure, torque, diameter angle (*) (bar) (kNm) (kNm) (kNm) (%) (kN) (kN) ABS ABS (mm) (bar) (kNm)

A RV450-2 360 2x71,5 80 537 430 49 11,4 381 1400 500 61 136 1450 890 3200 80 381

A RV550-2 370 2x71,5 80 710 568 53 9,3 515 1400 500 81 180 1450 1025 3500 80 515

A RV650-3 390 2x46,5 80 805 644 51 7,9 593 1400 500 92 204 1450 890 3200 64 474

B RV700-2 410 2x71,5 80 846 677 73 10,8 604 1800 700 96 213 1600 1055 5000 80 604

A RV850-3 420 2x46,5 80 1066 853 56 6,6 797 1400 500 121 269 1450 1025 3900 64 638

- RV850-4 390 2x36,5 170 1058 846 70 8,3 776 500 450 56 125 1380 1105 3700 150 685*

B RV900-2 450 2x71,5 80 1093 874 78 8,9 796 1800 700 124 276 1600 1200 6000 80 796

B RV1050-3 450 2x46,5 80 1269 1015 75 7,4 940 1800 700 144 320 1600 1055 5000 64 752

- RV1050-4 420 2x36,5 170 1331 1065 87 8,2 978 600 550 71 158 1550 1159 4400 141 811*

C RV1100-2 510 2x71,5 80 1368 1094 143 13,1 951 3000 1250 155 344 1900 1265 8000 80 951

B RV1350-3 495 2x46,5 80 1640 1312 82 6,3 1230 1800 700 186 413 1600 1200 6000 64 984

B RV1400-2 500 2x71,5 80 1765 1412 91 6,4 1321 1800 700 200 444 1600 1612 9500 80 1321

- RV1450-4 470 2x36,5 170 1796 1437 108 7,5 1329 600 750 96 213 1690 1268 5700 141 1102*

C RV1650-3 550 2x46,5 80 2052 1641 140 8,5 1501 3000 1250 233 518 1900 1265 8000 64 1201

C RV1700-2 560 2x71,5 80 2136 1708 156 9,1 1552 3000 1250 242 538 1900 1596 11000 80 1552

- RV1850-4 510 2x36,5 170 2325 1860 132 7,1 1728 700 900 124 276 1800 1350 7500 141 1433*

D RV/IRV2050-2 580 2x71,5 80 2536 2029 163 8,0 1866 3000 1250 288 640 2110 1659 12500 80 1866

C RV2600-3 620 2x46,5 80 3204 2563 160 6,2 2403 3000 1250 364 809 1900 1569 11500 64 1922

- RV/IRV2600-4 580 2x36,5 170 3232 2586 284 11,0 2302 700 1050 173 384 2040 1638 11100/11500 161 2180*

D RV/IRV2700-2 650 2x71,5 80 3333 2666 176 6,6 2490 3000 1250 379 842 2110 2050 15000 80 2490

E RV/IRV3050-2 700 2x71,5 80 3780 3024 206 6,8 2818 3000 1800 428 951 2400 1889 20000 80 2818

D RV3050-3 660 2x46,5 80 3804 3043 170 5,6 2873 3000 1250 432 960 2110 1674 12800 64 2298

- RV/IRV3900-4 670 2x36,5 170 4853 3882 388 10,0 3494 900 1200 259 576 2200 1803 14600/15000 145 2980*

D RV4000-3 700 2x46,5 80 5000 4000 191 4,8 3809 3000 1250 568 1262 2110 1964 15800 64 3047

E RV/IRV4200-2 730 2x71,5 80 5250 4200 229 5,5 3971 3000 1800 595 1322 2400 2046 24000 80 3971

- RV/IRV5500-4 750 2x36,5 170 6872 5498 495 9,0 5003 1250 1750 367 816 2560 1886 21500/22000 145 4267*

- RV/IRV6550-4 800 2x36,5 170 8206 6565 591 9,0 5974 1250 2000 438 973 2700 1973 24500/25000 145 5095*

* Only accepted for maximum rudderstock diameter

130 SG SG Max Max Max Design Max Theo- Theo- Net Max Max Swept Pump With Height Weight Max NET fam type rudder mech. working torque working retical retical WT radial axial volume (l/min) (mm) (mm) approx. working working stock rudder pressure theoretical torque loss loss (kNm) load load (kg) pressure, torque, diameter angle (*) (bar) (kNm) (kNm) (kNm) (%) (kN) (kN) ABS ABS (mm) (bar) (kNm)

A RV450-2 360 2x71,5 80 537 430 49 11,4 381 1400 500 61 136 1450 890 3200 80 381

A RV550-2 370 2x71,5 80 710 568 53 9,3 515 1400 500 81 180 1450 1025 3500 80 515

A RV650-3 390 2x46,5 80 805 644 51 7,9 593 1400 500 92 204 1450 890 3200 64 474

B RV700-2 410 2x71,5 80 846 677 73 10,8 604 1800 700 96 213 1600 1055 5000 80 604

A RV850-3 420 2x46,5 80 1066 853 56 6,6 797 1400 500 121 269 1450 1025 3900 64 638

- RV850-4 390 2x36,5 170 1058 846 70 8,3 776 500 450 56 125 1380 1105 3700 150 685*

B RV900-2 450 2x71,5 80 1093 874 78 8,9 796 1800 700 124 276 1600 1200 6000 80 796

B RV1050-3 450 2x46,5 80 1269 1015 75 7,4 940 1800 700 144 320 1600 1055 5000 64 752

- RV1050-4 420 2x36,5 170 1331 1065 87 8,2 978 600 550 71 158 1550 1159 4400 141 811*

C RV1100-2 510 2x71,5 80 1368 1094 143 13,1 951 3000 1250 155 344 1900 1265 8000 80 951

B RV1350-3 495 2x46,5 80 1640 1312 82 6,3 1230 1800 700 186 413 1600 1200 6000 64 984

B RV1400-2 500 2x71,5 80 1765 1412 91 6,4 1321 1800 700 200 444 1600 1612 9500 80 1321

- RV1450-4 470 2x36,5 170 1796 1437 108 7,5 1329 600 750 96 213 1690 1268 5700 141 1102*

C RV1650-3 550 2x46,5 80 2052 1641 140 8,5 1501 3000 1250 233 518 1900 1265 8000 64 1201

C RV1700-2 560 2x71,5 80 2136 1708 156 9,1 1552 3000 1250 242 538 1900 1596 11000 80 1552 STABILISATION AND MANOEUVRING - RV1850-4 510 2x36,5 170 2325 1860 132 7,1 1728 700 900 124 276 1800 1350 7500 141 1433*

D RV/IRV2050-2 580 2x71,5 80 2536 2029 163 8,0 1866 3000 1250 288 640 2110 1659 12500 80 1866

C RV2600-3 620 2x46,5 80 3204 2563 160 6,2 2403 3000 1250 364 809 1900 1569 11500 64 1922

- RV/IRV2600-4 580 2x36,5 170 3232 2586 284 11,0 2302 700 1050 173 384 2040 1638 11100/11500 161 2180*

D RV/IRV2700-2 650 2x71,5 80 3333 2666 176 6,6 2490 3000 1250 379 842 2110 2050 15000 80 2490

E RV/IRV3050-2 700 2x71,5 80 3780 3024 206 6,8 2818 3000 1800 428 951 2400 1889 20000 80 2818

D RV3050-3 660 2x46,5 80 3804 3043 170 5,6 2873 3000 1250 432 960 2110 1674 12800 64 2298

- RV/IRV3900-4 670 2x36,5 170 4853 3882 388 10,0 3494 900 1200 259 576 2200 1803 14600/15000 145 2980*

D RV4000-3 700 2x46,5 80 5000 4000 191 4,8 3809 3000 1250 568 1262 2110 1964 15800 64 3047

E RV/IRV4200-2 730 2x71,5 80 5250 4200 229 5,5 3971 3000 1800 595 1322 2400 2046 24000 80 3971

- RV/IRV5500-4 750 2x36,5 170 6872 5498 495 9,0 5003 1250 1750 367 816 2560 1886 21500/22000 145 4267*

- RV/IRV6550-4 800 2x36,5 170 8206 6565 591 9,0 5974 1250 2000 438 973 2700 1973 24500/25000 145 5095*

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 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 37º to one side, although gears can be supplied to give maximum working angles of 70º and 90º 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 • Cost-effective and corvettes, frigates and destroyers simple installation • Select from a 7 model range • Minimal maintenance • Torques from 50 to 500kNm STABILISATION AND MANOEUVRING

Actuator steering gear is fitted to the UK 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

CM rudder

CS rudder Increased manoeuvrability Increased propulsive efficiency propulsive Increased

Special

18 kn 23 kn 25 kn

2.0 1.8 1.6 1.4 1.2 1.0 Bulbous 0.8 Medium 0.6 Lift coefficient (-) Lift coefficient 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 STABILISATION AND • Wire Guard 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: • Twisted leading edge • 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

FM rudder Increased manoeuvrability

FS rudder effeciency propulsive Increased

18 kn 20 kn 26 kn

2.0 1.8 1.6 1.4 1.2 1.0 Bulbous 0.8 Medium

Lift coefficient (-) Lift coefficient 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: • Twisted leading edge • Wire Guard

Type FS Type FS: for medium to high speeds

A slim profile that is purpose-designed to suit STABILISATION AND the vessel. The rudder is built around a cast cone MANOEUVRING module and has a robust link mechanism and hinge system to withstand the high forces. It is also an ideal all-round flap rudder suitable for a wide range of vessel types.

Options: • Twisted leading edge • 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 vessel’s own mooring and anchoring requirements. These are tailormade from standardised modular components, with all types of drive, electric or hydraulic, to suit the customer’s 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 ship’s 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 .

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

7

6 4 5 3

2

Product key

1 Cargo rail crane 5 Automated Sea Fastening System (ASFA)

2 Dry bulk tank system 6 Safer hose operating system

3 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 DECK MACHINERY 8 Stern rollers 20 Special handling winches 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 vessel’s . 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 ROV´s

1 3

4

2

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. DECK MACHINERY

Remotely operated vehicles play a key role in subsea operations, 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 cranes in the range from 150 to 250 tonnes.

147 Automated handling systems 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 ship’s 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, 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

2

3 8

7

4

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 Automated handling systems 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 , and examine the 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 ship’s 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 5 6

3

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 winch, anchor- chain winch, 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 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 winches 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 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 or multiple 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 customer’s 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 Wire fairleads

1

2

3 DECK MACHINERY

Typical applications: • Semi-submersible • Drilling rigs • Accommodation rigs • Pipe-laying • Drill ships • Crane vessels

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 customer’s 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 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 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 customer’s chain requirement. customer’s to remove unnecessary oil on deck.

154 Product key

1 Movable windlass

2 Chain or wire fairleads

1

2 DECK MACHINERY

The chain jack is scalable to suit the customer’s Typical applications: required chain size and can be delivered with both • FPSO push and pull cylinders. • FPU • FPSS • FLNG •

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 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 vessel’s 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

5

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 DECK MACHINERY

Autotrawl system 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 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 , wires, chains and , 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.

Fibre rope cranes A range of offshore cranes up to 400 tonnes load using field proven Rolls-Royce fibre rope handling technology is now launched. The crane structure have been adapted to handle fibre rope, utilizing the field proven CTCU (cable traction control unit) which forms the crane winch, provides active heave compensation and stores the rope on a reel. This system has a proven track record of more than 10 years. Particular attention has been made to ease of access and maintenance of all main components. DECK MACHINERY

The dual draglink hybrid crane can handle both The knuckle boom cranes are available for fibre rope and steel wire and has a geometry both wire and fibre rope with active heave providing unique lifting performance. The compensation (AHC), and comes with main drag link geometry provides a good working winch as back-pack or below deck height and allows for short radius operations arrangement. They are the product of our to make use of the deck area near the pedestal. long experience and our constant drive The horizontal boom provides active heave for improvement, and has proven superb compensation (AHC), significantly increasing performance and reliability in service. the life time of the lifting line compared to when AHC is performed by means of the winch.

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 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 Navy’s DDG1000 destroyer, to automated electrohydraulic winches and sonar tow body handling systems for the Singapore Navy’s 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 • 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 Navy’s Organic Airbourne Mine Countermeasures program and the HELRAS dipping sonar reeling machines for Canada’s 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 Oceanographic’s ORCA USV. DECK MACHINERY Other systems: • Semi-submersible USV LARS • AUV LARS for smaller vessels • Davit type LARS for manned and unmanned craft • Towed sonar LARS for UAVs

Launch and recovery systems for small USVs Towed sonar LARS for USV

165

Electrical power systems

The Rolls-Royce electrical capability incorporates a wide portfolio AUTOMATION AND of skills, products and competencies that range from electric

propulsion systems design and supply to turnkey contracts for ELECTRICAL, 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

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integrators we manage the complete process from concept design to through life support ensuring the delivery of flexible and efficient solutions that meet all major classification society requirements.

We act as a prime contractor for the onboard power generation, electric-propulsion, LV electrical power distribution and automation/control packages. As we integrate the system with the power and propulsion products, they are designed to work together as an efficient system providing the best in performance.

167 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.

168 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. AUTOMATION AND ELECTRICAL, A traditional diesel-electric propulsion system already supplied to over 130 vessels operating today.

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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.

169 SAVe Cube Platform supply, multi-purpose, emergency response/rescue, coastguard and research vessels.

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

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

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

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.

170 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. AUTOMATION AND This provides additional power when used with the main engine and

provides full variable speed electric propulsion when the main engine is ELECTRICAL, 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.

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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.

171 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 e DC required when operating the shaft generator. driv HSG DC AC Reduction gear The switchboard sees a constant voltage and SG frequency, and the correct phase angle to match M the other generator sets running in parallel. Propeller and engine efficiencies can be maximised HSG solution provides lower fuel consumption by ensuring they are running at their most efficient and less emissions. point. The ability to reduce engine rpm to match the vessel's overall power requirements significantly reduces fuel consumption and emissions. Upgrading existing systems to HSG is normally straightforward with a short payback time.

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

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.

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

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

Shore connection mode – for lower fuel consumption When the ship is in harbour it has the possibility for connecting to AUTOMATION AND 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 ELECTRICAL, “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

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173 SAVe Charge Power solution well suited for ferries, tugs and any vessel where power from shore grid is the main power source.

The SAVe Charge architecture has both a DC and AC distribution system. At sea, power is supplied by energy storage. The system includes intelligent energy balancing to ensure equal utilisation between the two energy storage systems. This is particularly beneficial for double ended ferries where the load on the two propellers (one in each end) may have unequal energy consumption on each crossing. To avoid installation of oversized batteries or unequal discharging of the energy storage systems during operation, the energy use is balanced between the to systems. The balancing is arranged so that conversion losses are kept to a minimum.

The SAVe Charge solution has only one conversion between energy storage and consumers. Every electrical and mechanical conversion in a power system will introduce losses. By reducing conversions and combining with other Rolls-Royce Marine technologies like permanent magnet propulsion and automated crossing, the full efficiency gain of an integrated system solution can be realized.

Safety The system is designed with the capability to supply energy in any direction and can bypass any single fault. Thereby providing additional levels of redundancy and safety for personnel and equipment. Back-up engines can be integrated for increased operational resilience (reduced charging capability, adverse weather conditions, etc.)

Benefits • No fuel consumption or emissions – During normal operation no engines are required • Increased safety – Can supply energy in any direction, which enables bypass of a single failure in the power system • Reduced losses – Combining the newest technologies in power, automation and propulsion reduces losses to a minimum • Equal life cycle – Intelligent energy balancing to ensure equal energy storage load profile

174 Integrated control The SAVe Charge by Rolls-Royce is simple to operate and fully automated. The power- and energy management system offers the maximum efficiency whilst ensures reliable operations.

• Single touch mode selection for an automated operation of the power system. • Control of engine speed to ensure minimum fuel consumption and required load capability (transient and steady state) • Optimal combination of power sources to reduce overall operational cost • Robust load control and fault handling to prevent black-out • Energy Storage Health and charge diagnostic • Energy Storage capability analyzing

Review your energy consumption and emissions Rolls-Royce offers an online portal to view, record and compare energy efficiency performance of your fleet; focusing on fuel consumption, emissions and operations.

The web portal is accessible only to registered users. The information shown on the web portal includes:

• A summary of the vessel AUTOMATION AND operational modes

• Energy consumption per ELECTRICAL, operational mode • Running time per propeller, per operational mode

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• Energy efficiency index • Vessel statistics comparisons

Additional functionality is available on request – contact Rolls-Royce to discuss your requirements.

175 Energy storage

Marine batteries have developed to a level where the technology is looked at with keen interest in different branches of shipping. Energy can now be stored on-board in such quantities that it enables numerous operational benefits:

Profile zero emissions Energy storage system powers the complete system, eliminating the need for engines. No emissions, no fuel consumption or noise are some of the advantages.

Profile spinning reserve Energy storage is connected and running, but not charging or discharging. If loss of generator capacity occurs, energy storage steps in to handle the load for a predefined period of time.

Profile peak shaving Energy storage absorbs load variations in the power network. The energy storage will level out the power seen by engine and eliminate peak load required start of new engines. Power can be generated at peak efficiency and at the lowest cost.

Profile enhanced dynamic performance Energy storage absorbs sudden load changes and prolongs engine ramp up. This enables optimized fuel and emission performance of engines in dynamic power applications.

While growing concern over global warming has prompted the need for overarching international treaties to reduce the carbon footprint, the uptake of marine batteries has spurred some national and regional policy makers to accelerate the shift to greener shipping.

176 System options

Hybrid solution Even if the energy storage system cannot be recharged from the land- based electrical grid, several of the operational benefits can be used to improve the operating conditions for the engines and increase vessel safety.

The energy storage system can be sized to bridge intermittent load peaks so that prime movers can be smaller and operate more efficiently. Even a small energy storage solution can provide load smoothing and improve operating conditions for the engines.

Distributed energy storages can provide back-up power for propulsors, allowing it to move itself from a critical situation even after blackout on main switchboards. AUTOMATION AND ELECTRICAL,

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Operational benefits profile: • Spinning reserve • Peak shaving • Enhanced dynamic performance

177 Hybrid plug/in solution In many cases, the grid is not able to provide the full energy need of the vessel within the time provided for recharging. A substantial benefit can still be achieved by hybrid operation.

This would typically allow for installation of smaller main engines. Depending on type and size, the energy storage installation can also be arranged to take all rapid transients or even allow the generator to operate at fixed load.

Both will allow engines to be operated with much lower temperature fluctuations which yields reduction of both fuel consumption and emissions as well as potential for extended maintenance intervals.

Operational benefits profile: • Spinning reserve • Peak shaving • Enhanced dynamic performance

Pure electric solution Energy storage system provides all the energy needed to perform the vessel’s duty. Within a certain time interval, single voyage or longer, the energy storage system is recharged from the land-based electrical grid.

Operational benefits profile: • Zero emissions

178 Ship integration and intelligence Power management Rolls-Royce power management provides full control of the ship’s electric power distribution system and ensures coordinated and resilient operation. It automatically optimises power system operation and provides the operator with quick access to power system data and intuitive, easy to use, control interfaces.

Energy management To help customers reduce energy consumption and become more environmentally friendly, the Rolls-Royce energy management system provides unprecedented access to operational data.

Data is captured, transmitted to shore and processed via a web portal. The portal is updated daily and provides detailed reports or historical trends showing data such as vessel operating modes, equipment running hours and fuel consumption. Fleet reporting enables customers to make comparisons across their fleet, for example, to see which vessels are operating most efficiently and to identify areas for energy efficiency improvement. AUTOMATION AND The system also provides evidence to illustrate compliance with

emissions regulations and enables customers to verify their return ELECTRICAL, on investment in efficiency improvements.

Automatic crossing system

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Designed to optimise energy consumption of ferry operations, the system interacts with the power and propulsion control systems. The captain manages the course and the track by using an existing autopilot / track pilot. The crossing system provides optimal acceleration to transit speed and engages thrusters as needed for the transit and the docking. The crossing system will optimise the energy consumption by adjusting propeller pitch and rpm and the power distribution between the propulsors. Prior to arrival, the system will automatically decelerate to prepare for docking. If manual command is not taken, the ferry will fall to rest at predefined location.

179 Remote access To maximise availability it is crucial that our customers receive world class in-service support. To meet high customer expectations we can provide a remote access tool to enable our engineers onshore to access the Rolls-Royce systems on board a vessel. When the crew grants access, the service is enabled via a safe and secure encrypted VPN connection.

Benefits include reducing the need for costly on-site service visits and provision of everyday troubleshooting assistance, leading to reduced vessel downtime. Using remote access we can find system faults, download log files, and inspect the systems’ health, allowing us to offer advice on preventive maintenance and if required, adjust some of the system settings.

Product and systems training Any ship is made up of a large number of systems. The crew needs to understand how these systems work and interact if they are to operate the vessel safely and to the highest level of efficiency with minimum wear or equipment failures. To help crews achieve high standards of competence, Rolls-Royce offers a wide range of training courses on products and systems. We help customers optimise operations by delivering world class, innovative training solutions, which reduce operational risk and downtime, improve safety and meet regulatory standards. Typically, the courses include troubleshooting and maintenance training, using time in simulators where appropriate and in workshops with real equipment for hands-on experience. We also provide tailor-made courses to train crews in the operation of their new Rolls-Royce designed or equipped vessel. Well- equipped regional training centres with experienced instructors are established in Norway, Brazil and Singapore.

180 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 system gives a unique combination of user-friendliness and flexibility, not only when the vessel is new, but also later in life, when the operating profile may well have changed.

Power 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). AUTOMATION AND

Economy ELECTRICAL, Shows fuel consumption for main and auxiliary

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

181 Ship to shore connection and energy storage charging

Rolls-Royce can provide a full ship to shore connection and charging system that will be fully compatible with the vessel energy storage system. The overall system design will deliver the agreed ferry docking turnaround performance and mission energy transfer whilist also achieving the required battery design life.

182 Energy storage container

Rolls-Royce offers the possibility to have your selected energy storage upgrade solution in a container. The container solution will solve limited indoor space issues, simplify installation and give you flexibility.

Benefits: • Reduced installation cost - All the components are placed and connected inside the container • Limited space - Outdoor installation, can be placed on deck • Limited vessel integration - Minimum changes needed regards to vessel integration • Reduced commissioning time - Solution is tested at full load before AUTOMATION AND delivery

• Additional benefits Can easily be moved to other fleet vessels ELECTRICAL,

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183

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

Our systems are developed from an in-depth experience of over ELECTRICAL, 30 years. We pay great attention to the human machine interface (HMI) to reduce operator fatigue, important when controlling complex vessels for prolonged periods. Maximum use is made of

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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 operator’s chair.

185 Integrated bridge systems

Rolls-Royce systems include work-stations for , 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 systems work 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 design combined with common 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 information clearly displayed on touch screens • The Operator’s 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

186 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 AUTOMATION AND provide the necessary additional thrust. ELECTRICAL, Poscon joystick upgrade A complete Poscon joystick kit has been developed for easy upgrade of older generations of Poscon joystick.

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187 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 communicate via the Rolls-Royce ship 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, fire and 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

188 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 • Auxiliary systems (, tanks, ventilation) Training system • Ship area extension with: • Onboard training - Fire detection • Land based training - Duty alarm • Simulation - Machinery telegraph - CCTV AUTOMATION AND

Damage control ELECTRICAL, • Incident management (flooding, fire) • CCTV

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• Interactive state boards, Kill cards, crew location etc.

189 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

190 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 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 AUTOMATION AND ELECTRICAL,

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Typical main bridge control station

191 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 ship´s 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.

192 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 AUTOMATION AND A base control system consists of bridge equipment, a control unit and

feedback devices. It controls the steering nozzle, reversing bucket, ELECTRICAL, impeller driving engine’s RPM and clutch engagement of the waterjet unit.

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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.

193 194 Integrated 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 world’s harshest environments. Investment continues in the technologies that address the need AUTOMATION AND for more efficient and environmentally sustainable power and

propulsion systems. ELECTRICAL,

We go to great lengths to develop energy efficient hull forms and integrate them with innovative high-performance propulsion

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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.

195 Integrated electrical system engineering (IESE) Engineering, documentation and services IESE is an extended level of engineering which is solving the complex process of integration and ensures the optimal performance of equipment in the mission it is set to serve.

Main elements in this achievement is mode descriptions and functional descriptions for the different operations. These documents are basis for interface clarifi cations and matching of ratings required for the requested functionality. Interfaces between Rolls-Royce products and other equipment are identifi ed and clarifi ed.

Documentation for single products are transferred into descriptive system engineering. From this stage the Rolls-Royce documentation is prepared to be merged into the complete set of electrical installation documentation for the vessel.

With the engineering carried through in the IESE concept, signifi cant engineering effort will be relieved from the yard and it will be more easy to install the equipment and to bring it into operation.

Dynamic positioning • Arrangement of equipment and components. • Location of equipment is introduced in the drawings. • Feeders is provided according to redundancy. • Cables are defi ned according to redundancy, needed segregation and tagged. • Supportive documents requested for 3rd part FMEA is submitted if applicable

196 Electrical power systems • System integration and implementation of functional requirements. • Detailed engineering for power systems. • Cable schedule with tags. • Conventional, hybrid and diesel electric propulsion applications. • Adaption to project specific requirements for: - Power Management System. - Blackout Prevention System. - Redundancy.

Integrated automation system • Secures functional integration and descriptions for all monitored and controlled equipment installed. • Detailed engineering to the level where IO list is complete. • Cable schedule with tags for IAS. • Adaption to project specifi c requirements. - Documentation for class notation unattended machinery space. - Necessary test lists and maintenance intervals for unattended machinery space class notation. - Ship mode selection

Benefits: • Clarification of interfaces • IO list for integrated between Rolls-Royce and yard automation and control system equipment - Secure functional integration. - In close cooperation between - Reduced installation and customer and Rolls-Royce, commissioning cost. interface clarifications are - Derive check- and maintenance list. solved in a timely manner. • Set of electrical system • Recommended location for drawings for Rolls-Royce AUTOMATION AND Rolls-Royce equipment equipment

- Outline arrangement of - Cable block diagrams. ELECTRICAL, Rolls-Royce electrical - Terminal connection diagrams. equipment and • Set of cable schedule containing cabinets into the vessel design. defi nition of Rolls-Royce

CONTROL

- Simplifies installation of equipment cables equipment. - All cables connecting Rolls-Royce - Reducing cable consumption. equipment with appurtenant • Starter list for Rolls-Royce origin and destination points. delivered equipment - All cables / signals interfaced - Rolls-Royce motor starter with equipment from Rolls-Royce information gathered and are identified. arranged in the starter list, • Compatibility for yard prepared to be merged into - Adaption of relevant yard the complete starter list. standards.

197 Unified bridge Helicon X3/ MCON TT

Helicon X3/ MCON MP ICON DP

Power management + HSG LNG fuel PRODUCT system

Ship SYSTEM design ENGINEERING INTEGRATION DEMAND Remote assistance

Helicon X3/ MCON azi BEAS engine control

Towcon

198 System commissioning and services Integrated systems commissioning Rolls-Royce will provide a Commissioning Project Manager (CPM) and Site Commissioning Co-ordinator (SCC) for system commissioning support to allow an efficient commissioning schedule to be developed and managed through to the successful completion of sea trial.

Commissioning Project Manager The CPM will manage all technical aspects of the commissioning and sea trial on behalf of the Contract Managers. The CPM will generally not be based at the shipyard, although they will attend as and when required, but will follow-up issues/actions raised during commissioning with the shipyard, Rolls-Royce product centres and Contract Management.

Site Commissioning Coordinator The SCC, reporting to the CPM, shall be present at the shipyard to coordinate the commissioning and sea trials of the Rolls-Royce deliveries as requested by the CPM.

Integrated systems support AUTOMATION AND Dedicated systems support engineers provide a single Point-

of-Contact for technical customer support activities, assisting ELECTRICAL, vessels with complex integrated propulsion systems that request multi-product/system-level support in service.

CONTROL

Integrated systems upgrades By leveraging the extensive experience gained from designing, commissioning and maintaining integrated systems Rolls-Royce is able to offer customised system upgrade solutions to meet the needs of our customers. Whether improving a ship’s environmental credentials, allowing a ship to operate to a higher DP class, or converting a ship to serve an entirely new operational role, Rolls-Royce can provide the complete package, with dedicated support in place throughout the upgrade project.

199

Ship intelligence

Ship intelligence is our portfolio of products and services, which we believe, will revolutionise operations within the marine industry.

We are pushing the boundaries of ship technology by harnessing SHIP INTELLIGENCE the power of data in order to deliver through-life asset optimisation. Our model to sense, acquire, transfer, analyse and act (SATAA) will deliver customer solutions in the areas of health management, energy management, and remote and autonomous operations.

The ship intelligence era brings us to an age where ships are becoming integrated into larger operations. Owners and operators will expect to have total awareness and control in this area to optimise asset utilisation, and ultimately, their wider operations.

The first solution in our portfolio is energy management.

201 Energy management Enhancing awareness for improved operational efficiency

Rolls-Royce energy management (EM) is a hardware and software solution that helps promote an evidence-based, data-driven culture of continuous improvement. It helps our customers to improve crew awareness of their ship's performance, supports environmental reporting and potentially allows customers to reduce energy usage, fuel consumption and operating costs.

Our on-shore portal allows for informed Key information is presented in a clean and decisions to be made at a glance. understandable format on board. On-board system Our EM solution comprises an on-board interface, which utilises data from the ship’s automation system and a multitude of sensors on the vessel, which is logged at frequent intervals and processed in real time. Selected information such as vessel fuel consumption benchmarked against a baseline is displayed graphically using a focused and intuitive design on the on-board interface. This provides valuable insight to the crew, which they can then act on to optimise operations.

On-shore portal All data is then collected, encrypted and transmitted on to a Rolls-Royce hosted web portal onshore, where more detailed analysis can be carried out. Our cloud-based portal enables fleet managers and operators to compare actual performance data on a ship and fleet level with historical benchmarks. Performance indicators and baseline analysis create potential for further improvement and help to enable a data-driven performance management and decision-making approach.

Additional services In addition to on-board and on-shore capabilities, as part of our solution customers have access to 24/7 support. As an option, we also offer our advanced analytics consultancy service, ‘Expert in the loop’. This service provides crews with a deeper insight into their vessel’s operations. Customers will also receive further analysis including (but not limited to) custom data reports, trend analysis, technical queries or an operational improvement review of their vessels/fleet.

202 Customised to meet your requirements We know our customers have different needs, therefore we have developed three customisable packages to suit a variety of ship types and operational requirements. These range from a basic fuel and emissions monitoring package to a more comprehensive performance monitoring package.

On-board capabilities: • Fuel performance and benchmarking • Energy efficiency operating index • Operational profile detection • Emissions monitoring • Leg and voyage documentation • Weather resistance indication • Engine and battery performance • Speed optimisation • Operational cost monitoring • Trim optimisation • Propulsion performance • Electrical balance • Thermal sankey • Hull growth indication • Custom KPI reporting SHIP INTELLIGENCE On-shore capabilities: • Fleet overview • Vessel to vessel comparison • Close-to-real-time monitoring of fleet and ship performance • Overview of monthly, weekly, daily performance and operational data • Voyage reports • Individual equipment performance details • Customisable dashboard • Map overview with performance status

203

Global service and support Helping you to manage the vital balance between operational availability and cost

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 operations. Conventional services range from the provision of spare parts, equipment repair and exchange programmes, to upgrades improving vessel performance and efficiency whilst reducing emissions. Innovative new offerings, such as Power by the Hour have also been introduced.

Our focus is the same as our customers’ • Maximising operational efficiency and safer operations • Preventing unscheduled downtime and loss of operation • Bringing predictability to maintenance budgets • Maximising asset utilisation and capability • Enhancing crew skills • Having the right support, in the right place, at the right time

At the centre of our support philosophy is the recognition that all customers have different and often unique requirements based on their fleet operations. Whatever the mix of requirements, we are committed to meeting them.

Our global service and support includes: • 24/7 Technical support • Global service network • Customer product training • Equipment exchange programmes GLOBAL SERVICE • Containerised workshops AND SUPPORT • Spare parts logistics • Power by the Hour service agreements • Performance enhancing upgrade solutions • Vessel conversion solutions

• Equipment health monitoring

Professional service every port, every day

205 Global footprint

Wherever your vessel is located, Rolls-Royce is not far away.

Service locations Service locations Americas and Canada Europe and Africa Dutch Harbour Norfolk Aalborg Kokkola Freeport Pascagoula Athens Kristinehamn Galveston Santiago Bergen Las Palmas Houston Seattle Bilbao Longva Marinette St. Johns Brattvåg Newcastle Miramar Veracruz Cape Town Paris New Orleans Walpole Dunfermline Portsmouth Niteroi Rauma Gdynia Rotterdam Godvik St Petersburg Hagavik Tarragona Hamburg Ulsteinvik Hjørungavåg Walvis Bay Istanbul

206 Service locations Customer training locations ME, Asia and Oceania Global Busan Melbourne Niteroi Christchurch Mumbai Singapore Dalian Perth Ålesund Dubai Shanghai GLOBAL SERVICE

Guangzhou Singapore AND SUPPORT Hong Kong Vladivostok Kobe

207

Focused on training

Delivering world-class, innovative training solutions Ensuring that your crew are properly and thoroughly trained will reduce operational risk and downtime plus maximise return on asset investment. It also enables you to meet regulatory standards, improve crew safety and retain key personnel.

A blended learning approach In our state-of-the-art training centres qualified and experienced trainers are able to provide your crew with practical training tailored to suit your products, systems and operational requirements. Our instructors can also train your crew on board their vessel.

From hands on experience on full sized products in our training workshops, to experiencing real life scenarios in our virtual reality simulators all of our courses are designed to focus on safe and efficient operation and maintenance of your Rolls-Royce equipment. GLOBAL SERVICE Regional training centres AND SUPPORT

• Ålesund, Norway • Niteroi, Brazil

• Singapore

Email: [email protected]

209 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: [email protected]

210 Contact information GLOBAL SERVICE AND SUPPORT

Contact Information Australia, Melbourne

Telephone + 61 396 444 700 Email [email protected] Address Unit 2, 1-17, Derrimut Drive, Derrimut, Melbourne, VIC 3030, Australia 24-hr emergency no. + 61 407 478 725

Australia, Perth

Telephone + 61 8 9336 7910 Email [email protected] Address Unit 2, 8 Wallace Way, Fremantle WA 6160, Perth, Australia 24-hr emergency no. + 61 447 851 720

Bahamas, Freeport

Please contact our Miramar Office Telephone + 1 954 436 7100 Email [email protected] Address 10125 USA Today Way, Miramar, FL 33025, USA

Brazil, Niteroi

Telephone + 55 21 2707 5900 Email [email protected] Address IIha do Caju, 131, CEP 24. 040-005 - Ponta da Areia, Niterói, Brazil 24-hr emergency no. + 55 21 7101 1222

Canada, St. John’s

Telephone + 1 709 748 7650 Email [email protected] Address 142 Glencoe Drive, Mount Pearl, Newfoundland A1N 4S9, Canada 24-hr emergency no. + 1 709 687 1673

212 Chile, Santiago

Telephone + 56 2 586 4700 Email [email protected] Address Alcántara 200, 13th Floor, Office 1303, 755, 0159 Las Condes, Santiago, Chile

China, Dalian

Telephone + 86 411 8230 5198 Email [email protected] 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 [email protected] Address 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 2418 4861 Email [email protected] Address G/F, 1-3 Wing Yip Street, Kwai Chung, New Territories, Hong Kong 24-hr emergency no. + 86 135 0173 0172 GLOBAL SERVICE AND SUPPORT

Service locations Customer training locations

213 China, Shanghai

Telephone + 86 21 5818 8899 Email [email protected] Address No. 1 Xuan Zhong Road - Xuan Qiao Town, Pudong New Area, Shanghai 201300, China 24-hr emergency no. + 86 135 0173 0172

Denmark, Aalborg

Telephone + 45 9930 3600 Email [email protected] Address Værftsvej 23, 9000 Aalborg, Denmark 24-hr emergency no. + 45 9930 3600

Finland, Kokkola - Waterjets

Telephone + 358 6 832 4500 Email [email protected] 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 [email protected] Email [email protected] Address Suojantie 5, PO Box 220, 26100 Rauma, Finland 24-hr emergency no. + 358 2 8379 4722

France, Paris

Telephone + 33 1 468 62811 Email [email protected] Address 122 Avenue Charles de Gaulle, 92522 Neuilly-Sur-Seine Cedex, France

214 Germany, Hamburg

Telephone + 49 40 780 9190 Email [email protected] Address Fährstieg 9, D-21107 Hamburg, Germany 24-hr emergency no. + 31 20 700 6474

Greece, Athens

Telephone + 30 210 4599 688 Email [email protected] Address 25 Poseidonos Avenue & Makrigianni, Moschato 18344, Greece 24-hr emergency no. + 30 694 640 0188

India, Mumbai

Telephone + 91 22 6726 38 38 Email [email protected] Address Plot No.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 Email [email protected] Address Via Castel Morrone, 13, 16161 Genoa, Italy 24-hr emergency no. + 39 348 4765929

Japan, Kobe GLOBAL SERVICE Telephone + 81 78 652 8126 AND SUPPORT Email [email protected] Address Yamasaki Building 1st & 2nd Floor, 1-15-11 Kinpei-cho, Hyogo-ku, Kobe-shi, Hyogo 652-0873, Japan

24-hr emergency no. + 81 78 652 8126

215 Korea, Busan

Telephone + 82 51 831 4100 Email [email protected] Address 197, Noksansaneopbuk-ro, Gangseo-gu, Busan, 618-818, Korea 24-hr emergency no. + 65 6818 5665

Mexico, Veracruz

Telephone + 52 1229 154 4284 Address Avenida Paseo De La Reforma 404 – 602 Col. Juarez Loc. Cuauhtemoc Ciudad De Mexico, C.P. 06600 Mexico

Namibia, Walvis Bay

Telephone + 264 642 275 440 Email [email protected] Address 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 [email protected] Address Werfdijk 2 (Port 2828), 3195 HV Pernis,The Netherlands 24-hr emergency no. +31 6 51 53 15 28

New Zealand, Christchurch

Telephone + 64 3 962 1230 Email [email protected] Address 175 Waltham Road, Waltham, Christchurch, New Zealand 24-hr emergency no. +64 216 19 127

216 Norway, Bergen - Engines

Telephone + 47 815 20 070 Email [email protected] Address P.O. Box 924 Sentrum, N-5808 Bergen, Norway 24-hr emergency no. + 47 55 53 64 00

Norway, Brattvaag - Deck machinery

Telephone + 47 815 20 070 Email [email protected] Address Aarsundveien 24, N-6270Brattvaag, Norway 24-hr emergency no. + 47 911 85 818

Norway, Godvik - Power Eelectric Systems (PES)

Telephone + 47 815 20 070 Email [email protected] Post address P.O. Box 1522, N-6025 Ålesund, Norway Visit address Janaflaten 28, N-5179 Godvik, Norway 24-hr emergency no. + 47 976 58 929

Norway, Hagavik - Steering gear

Telephone + 47 815 20 070 Email [email protected] Address Ulvenveien 345, N-5220 Hagavik, Norway 24-hr emergency no. + 47 918 47 067

Norway, Hjørungavåg - Seismic and subsea

Telephone + 47 70 01 33 00 GLOBAL SERVICE Email [email protected] AND SUPPORT Address P.O. Box 193, 6069 Hareid, Norway 24-hr emergency no. + 47 916 22 336

217 Norway, Longva - Automation and control

Telephone + 47 815 20 070 Email [email protected] Post address P.O. Box 1522, N-6025 Ålesund, Norway Visit address Longvafjordvegen 379,N-6293 Longva, Norway 24-hr emergency no. + 47 977 28 360

Norway, Ulsteinvik - Propellers and thrusters

Telephone + 47 81 52 00 70 Email [email protected] Post address P.O. Box 1522, N-6025 Ålesund, Norway Visit address Sjøgata 98, 6065 Ulsteinvik, Norway 24-hr emergency no. + 47 900 10 997

Poland, Gdynia

Telephone + 48 58 782 06 55 Email [email protected] 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 [email protected] Address Оffice 41H, 32-34, Nevsky pr., 191186 Saint-Petersburg, Russia 24-hr emergency no. +7 961 803 31 81

Russia, Vladivostok

Telephone + 7 4232 495 484 Email [email protected] Address 3b, Streinikova str., Vladivostok 690065, Russia

218 Singapore

Telephone + 65 6862 1901 Email [email protected] Address No. 6 Tuas Drive 1, Singapore 638673 24-hr emergency no. + 65 822 33580

South Africa, Cape Town

Telephone + 27 21 529 5760 Email [email protected] Address 36 Marconi Street, Montague Gardens, 7441 Cape Town 24-hr emergency no. + 264 81 127 4411

Spain, Bilbao

Telephone + 34 944 805 216 Email [email protected] [email protected] Address Estartexe, 8 oficina E, 48940 Leioa - Vizcaya, Spain

Spain, Las Palmas

Telephone + 34 618 664 909 Email [email protected] Address Avda de Las Petroliferas s/n, Muelle Las Palmas Astican 35008, Las Palmas de Gran Canaria, Spain 24-hr emergency no. + 34 618 664 909 GLOBAL SERVICE Spain, Tarragona AND SUPPORT

Telephone + 34 977 296 444 Email [email protected] Address C/Dinamarca s/n (Pol. Ind. Constanti),

43120 Constanti. Tarragona Spain 24-hr emergency no. + 34 977 296 446

219 Sweden, Kristinehamn - Propellers

Telephone + 46 550 840 00 Email [email protected] Address P.O. Box 1010, S-68129 Kristinehamn, Båtbyggarevägen 1, Sweden 24-hr emergency no. +46 550 84100

Turkey, Istanbul

Telephone + 90 216 446 9999 Email [email protected] 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 [email protected] 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 56 603 1085

UK, Dunfermline - Stabilisers

Telephone + 44 1383 82 31 88 Email [email protected] Address Taxiway, Hillend Industrial Park, Dunfermline, Fife, KY11 9JT, UK 24-hr emergency no. + 45 9930 3600

UK, Newcastle - RAS/FAS & Naval deck machinery

Telephone + 44 191 256 2800 Email [email protected] Address Rolls-Royce Power Eng. plc, RAS/FAS, Scotswood road, Newcastle, NE15 6BZ

220 UK, Portsmouth

Telephone + 44 2392 310 000 Email [email protected] Address Northarbour Road, Cosham, Portsmouth, PO6 3TL, UK

USA, Dutch Harbour, AK

Containerised workshops are open during the fishing months. Please contact Seattle office. Tel. + 1 206 782 9190

USA, Galveston, TX

Telephone + 1 409 765 4800 Email [email protected] Address Pelican Island 1, 2929 Todd Road, Galveston, TX 77554, USA 24-hr emergency no. + 1 312 725 5727

USA, Houston, TX

Telephone + 1 281 902 3300 Email [email protected] Address 8303 McHard Rd. Suite 200, Houston, TX 77053, USA

USA, Marinette, WI

Please contact our New Orleans Office Telephone + 1 504 464 4561 Email [email protected] GLOBAL SERVICE Address 200 James Drive West, St Rose, LA 70087, USA AND SUPPORT

221 USA, Miramar, FL

Telephone + 1 954 436 7100 Email [email protected] Address 10125 USA Today Way, Miramar, FL 33025, USA 24-hr emergency no. + 1 312 725 5727

USA, New Orleans, LA

Telephone + 1 504 464 4561 Email [email protected] Address 200 James Drive West, St Rose, LA 70087, USA 24-hr emergency no. + 1 312 725 5727

USA, Norfolk, VA

Please contact our Miramar Office Telephone + 1 954 436 7100 Email [email protected] Address 10125 USA Today Way, Miramar, FL 33025, USA

USA, Pascagoula, MS

Telephone + 1 228 762 0728 Email [email protected] Address 3719 Industrial Road, PO Box 1528, Pascagoula, MS 39567, USA 24-hr emergency no. + 1 312 725 5727

USA, Seattle, WA

Telephone + 1 206 782 9190 Email [email protected] Address 1731 13th Ave. SW, Seattle, WA 98134, USA 24-hr emergency no. + 1 312 725 5727

222 USA, Walpole, MA

Telephone + 1 508 668 9610 Email [email protected] Address 110 Norfolk Street, Walpole, MA 02081, USA

Norway, Ålesund - Training centre

Telephone + 47 70 23 51 00 Email [email protected] Address Borgundveien 340, NO-6009 Ålesund,Norway

Brazil, Niteroi - Training centre

Telephone +55 21 2707 5125 Email [email protected] Address ILHA di Caju 131, 24040, 005 Ponta da Areia, Niterói, RJ Brazil

Singapore - Training centre

Telephone +65 6862 1901 Email [email protected] Address 6 Seletar Aerospace Rise, Singapore 797575 GLOBAL SERVICE AND SUPPORT

223 Marine products and systems

For more information, please visit: www.rolls-royce.com/marine email: [email protected]

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.

© ©

© Rolls-Royce plc 2017

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 10/05/17