Product Guide

WATERJETS
PRODUCT GUIDE
Copyright by Wrtsil Netherlands B.V.

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Wrtsil Waterjet Product Guide
Introduction
Introduction
This Product Guide provides data and system proposals for the early design phase of waterjet
installations. For contracted projects specific instructions for planning the installation are
always delivered. Any data and information herein is subject to revision without notice.
Issue
Published
Updates
1/2013
11.03.2013
First issue of PG Waterjets
1/2014
22.12.2014
Chapter "Drawings" added, main data updated
2/2014
23.12.2014
Main data updated
December 2014
Wrtsil Ship Power
Wrtsil Netherlands B.V.

T: +31 (0)416388115
F: +31 (0)416373162
P.O. Box 6
5150BB, Drunen
The Netherlands
waterjets@wartsila.com
www.wartsila.com
Scan this QR-code using the QR-reader application of your smartphone to obtain more
information.
Wrtsil Waterjets Product Guide - a3 - 23 December 2014
iii
Table of contents
Table of contents
1.
Description ...........................................................................................................................................
1.1 Inlet duct ......................................................................................................................................
1.2 Pump impeller and shaft line .......................................................................................................
1.3 Stator bowl assembly ..................................................................................................................
1.4 Jetavator and reversing equipment .............................................................................................
1.5 Shaft seal .....................................................................................................................................
1.6 Thrust bearing block ....................................................................................................................
1.7 Lubrication system ......................................................................................................................
1.8 Hydraulic system .........................................................................................................................
1.9 Wrtsil axial waterjet technology ...............................................................................................
1.10 Customized design ......................................................................................................................
1.11 Standard scope of supply ...........................................................................................................
1-1
1-2
1-2
1-2
1-3
1-3
1-4
1-4
1-5
1-6
1-7
1-9
2.
Waterjet Size Selection .......................................................................................................................

2.1 Introduction ..................................................................................................................................
2.2 Size selection for a given engine power ......................................................................................
2.3 Size selection for a given resistance ...........................................................................................
2-1
2-1
2-2
2-4
3.
Waterjet Component Selection ...........................................................................................................

3.1 Introduction ..................................................................................................................................
3.2 Thrust bearing selection ..............................................................................................................
3.3 Thrust bearing oil lubrication and cooling pack (LOP) ................................................................
3.4 Shaft seal .....................................................................................................................................
3.5 Hydraulic System .........................................................................................................................
3-1
3-1
3-1
3-3
3-7
3-8
4.
Design Considerations ........................................................................................................................

4.1 Ship interfacing ............................................................................................................................
4-1
4-1
5.
Propulsion Control System ................................................................................................................. 5-1

5.1 Propulsion Control System overview ........................................................................................... 5-1
5.2 Control system layout ................................................................................................................. 5-4
5.3 Functional description ................................................................................................................. 5-7
5.4 Interfaces to non propulsion machinery (external systems) ........................................................ 5-11
5.5 Installation .................................................................................................................................... 5-12
6.
Main Data ..............................................................................................................................................

6.1 Waterjet dimensions and weights ................................................................................................
6-1
6-1
7.
Drawings ...............................................................................................................................................
7.1 List of Drawings ...........................................................................................................................
7-1
7-1
8.
Product Guide Attachments ...............................................................................................................
8-1
9.
Annex ....................................................................................................................................................
9.1 Unit conversion tables .................................................................................................................
9.2 Collection of drawing symbols used in drawings ........................................................................
9-1
9-1
9-3
iv
1.
1. Description
Description
This chapter describes in brief the main components and features of the waterjet. The waterjet
installation consists of a pump impeller, a stator bowl, an inboard thrust bearing block, a shaft
seal, and a seat ring.
Waterjets can be equipped with a steering device, called jetavator (brief for jet deviator).
Mounted behind the stator bowl this jetavator can deflect the jet stream sideways to create
a steering action. The jetavator also contains the reversing equipment to create astern thrust.
Fig 1.1
Booster waterjet
1. Description
Fig 1.2
Waterjet with steering and reversing capability
During operation, water enters the waterjet installation through the inlet duct, which is a part
of the ships construction. After passing the pump impeller, rotation in the flow is removed and
the water is accelerated in the stator bowl. This creates the thrust necessary to propel the
ship.
Each waterjet is driven by a main engine through a gearbox with a clutch. The clutch makes
it possible to start the prime mover without turning the shaft.
The impeller shaft is supported inside the ship by a thrust bearing block and outside the ship
in the stator bowl by a water lubricated bearing. A shaft seal prevents water from entering the
ship.
1.1
Inlet duct
The inlet duct forms an integrated part of the hull and is built by the shipyard according to the
inlet hydraulic profile drawing of the inlet, supplied by Wrtsil. The inlet is designed to give
minimal losses and to ensure a high overall efficiency of the waterjet installation.
The inlet duct has to be equipped with an inspection hatch through which debris, clogging
the pump impeller, can be removed. For maintenance work the shaft can be supported through
the inspection hatch.
1.2
Pump impeller and shaft line

The pump impeller has been designed to have excellent efficiency, cavitation and noise
characteristics.
It rotates inside a stainless steel ring (seat ring). The shaft is protected in the water lubricated
bearing by means of a shaft sleeve. The impeller is hydraulically fitted on the shaft.
1.3
Stator bowl assembly

The stator bowl is located behind the seat ring. The stator bowl eliminates the rotational
component from the water flow leaving the impeller and is equipped with an integrated nozzle
1. Description
to accelerate the flow. This increases overall performance of the waterjet. The stator bowl also
acts as the support for the water-lubricated bearing.
1.3.1
Water-lubricated bearing
The use of a water-lubricated stator bearing is beneficial for the environment and enhances
the reliability and maintainability of the waterjet.
The standard bearing used in Wrtsil waterjet systems consist of a stainless steel bush with
a composite lining.
1.4
Jetavator and reversing equipment

For steerable waterjets, the jet stream is deflected by a jetavator which is mounted behind the
stator bowl. The jetavator is actuated by two hydraulic cylinders. The jetavator can be deflected
30 to port and 30 to starboard.
The jetavator contains a hydraulically activated reverse plate through which part or all of the
jet stream can be deflected forward. The reverse plate can be gradually moved, which makes
it possible to vary the thrust from full ahead via the zero thrust position to full astern vice versa.
The reverse plate must be in the zero thrust position before the waterjet shaft is clutched in.
The zero thrust position prevents the ship from moving when the waterjet pump starts giving
a flow. The reverse cylinder is equipped with an over-center valve (load holding valve). This
safety device prevents that, in the event of a hose failure, the reverse plate moves to full astern
without control.
Steering and reversing are activated by the control system. The position of the jetavator and
the position of the reversing plate are fed back to the control system. These positions are
measured by sensors inside the hydraulic cylinders.
1.5
Shaft seal
The standard sterntube seal is a elastomer rubber bodied radial face type seal with fully split
components and an (optional) inflatable emergency seal to facilitate servicing of the seal while
the vessel is afloat.
Fig 1.5.1
Shaft seal
The seal is specifically designed for high speed operation and offers a robust, reliable, fit and
forget solution, even when operating in shallow or dirty waters.
1. Description
1.6
Thrust bearing block

The thrust bearing block (TBB) is located inside the ship. The location inside the ship enables
good maintainability,and allows the use of large size bearings for increased operating life time.
The TBB has two mounting flanges, which are bolted to the ships foundation. It supports the
shaft and transmits the axial thrust coming from the impeller to the hull. The TBB contains a
double row spherical roller bearing and a spherical roller thrust bearing, which are positioned
to have a common pivot point. The block is sealed by means of two lip seals running on the
bearing sleeve.
The bearings have a forced lubrication, which is also used for cooling. Inside the bearing
housing there is a standpipe on the return line, which ensures there always is an oil bath in
the housing, independent of the functioning of the lubrication system.
In case of malfunctioning of the lubrication system, the oil level in the thrust bearing block and
the cooling capacity of the TBB are sufficient for operation at reduced rpm.
Fig 1.6.1
1.7
Sectional view of thrust

bearing
Fig 1.6.1
Thrust bearing
Lubrication system
The lubrication system consists of a tank, a cooler, a filtration unit, and a separate pump unit.
The pump unit must be placed as close to the thrust bearing block as possible, and below
the oil outlet of the thrust bearing block.
For steerable/reversible waterjets as a standard, the lubrication tank is integrated in the
hydraulic powerpack.
The lubrication system is equipped with the following safety devices and alarms:
A pressure alarm to detect whether the lubrication system is available.
A PT-100 temperature sensor placed in the thrust bearing block to monitor oil temperature.
The signal is used in the control system to give alarm signals when needed.
A clogging alarm on the filter.
A low level alarm for the lubrication unit.
Fig 1.7.1
1.8
1. Description
Lubricating oil tank for a booster waterjet
Hydraulic system
The hydraulic system consists of a variable displacement main pump, a power pack and the
hydraulic cylinders on the waterjet. The system is a load sensing system to reduce the losses
to a minimum. This allows for a small tank. The oil is purified by a return filter. Proportional
control valves on the power pack supply the required pressurized oil to the steering cylinders
and the reversing cylinder. The proportional valves get their input signals from the control
system. The alarms are connected to the control system and / or the central alarm system.
For cooling, emergency, start-up and test situations an electrically driven hydraulic pump is
available.
Fig 1.8.1
Hydraulic power pack
1. Description
1.9
Wrtsil axial waterjet technology

Wrtsil axial waterjets are a line of single stage compact high performance waterjets combining
mixed flow properties with an axial build. The result is a much reduced vessel transom
occupation with highly increased waterjet cavitation margins for optimum vessel operating
flexibility. The reduced transom occupation is achieved without reduction of the inlet duct
diameter and waterjet pump size in order to maintain maximum efficiency for lowest fuel
consumption.
Average 25% reduced transom occupation
Jet sizes are indicated by the front side diameter of the impeller seat ring. Unlike a non-axial
design (Figure 1.9.1, left), the Wrtsil axial design waterjet (Figure 1.9.1, right) does not expand
in radial direction downstream.
The flow into the jets is guided through the pump along the most efficient path, while at the
same time the transom mounting flange diameter is reduced. This will allow much easier fitting
of the jet in the desirable space both in width and in height. For naval architects this creates
the possibility to apply a larger power density onto narrower hulls for achieving top vessel
performance.
Fig 1.9.1
Non-axial vs axial dimensions
Average 10% higher shaft speed = 10% less torque

Compared with non-axial designs for the same jet size, the shaft speed of the impeller is on
average 10% higher. This is achieved by the impeller shape having a large blade surface area
within small radial dimensions.
The lower torque the direct result of the higher shaft speeds - results in both weight and
cost savings for couplings, intermediate shaft lines, shafts in general and gearboxes.
Up to 15% lower weight
The reduced transom size not only results in reduced dimensions, but also gives a substantially
lower weight of the installation. Combined with our welded jet construction, this permits further
weight optimizations and savings that can be as high as 15% compared to non-axial jet designs
for the same inlet diameter. Since waterjet weight at the very end of the vessel is usually
difficult to compensate elsewhere in the ship, jet weight savings can result in improved trim
of the vessel. Furthermore weight savings will deliver an increase in payload within the same
vessel design.
Large margins for operating flexibility and manoeuvring
The pump cavitation margins are increased by at least 35% compared to the non-axial design
for the same inlet dimensions. Thanks to this increase in cavitation margin and the lower
impeller tip speed, more power can be allowed onto the pump during manoeuvring resulting
in a 15% higher manoeuvring thrust and faster response on acceleration.
1. Description
Also more power will be available to overcome changing operating conditions like vessel
resistance increase due to shallow water effects.
Furthermore, thanks to the additional cavitation margin, operation with a reduced number of
shaft lines is possible at higher loads of the associated prime movers, resulting in better
operating flexibility.
Black smoke reduction - marginal increase in power absorption at manoeuvring
During manoeuvring the Diesel engine operates in its critical zone, while in this area waterjets
tend to absorb increased power for lower impeller speeds. The result can be a high load for
the engine, resulting in smoke and an increased thermal load.
For the Wrtsil axial jet series this unwanted increase in power absorption is up to 70% lower
than that of competing non-axial designs.
Design layouts
All jet designs are available in a steering/reversing (SR), inboard hydraulics (SRI) and booster
(B) execution. On request we can offer solutions for special applications e.g. reversing only
(R), steering only (S) and thrust in all 360 directions.
The key benefits of the axial technology will be valid for all executions.
Fig 1.9.2
1.10
INLS system for the US Navy equipped with custom designed jets for
thrust in all directions (360 revolving jet nozzle fitted)
Customized design
Over the years several special designs have been developed based on customer request for
specific applications.
Examples of these are: Inboard hydraulic systems bringing hydraulic cylinders and hoses
inside the vessel (figure 1.10.1), shock proof and fast crash stop installations for Naval use
(figure 1.10.2), and installations providing thrust in all directions (figures 1.9.2 and 1.10.3).
1. Description
Fig 1.10.1
Inboard hydraulic system
Fig 1.10.2
Shock proof fast crash stop jet for Naval use
Fig 1.10.3
1. Description
360 degree rotatable jet
1.11
Standard scope of supply
1.11.1
Wrtsil standard supply layout

The standard scope of supply includes the following:
Waterjet assembly
Lubricating and cooling set
Hydraulic power pack
Impeller shaft assembly
Shaft seal
Control cabinet
Thrust bearing
Seat ring
Other scope of supply can include:

Jet inlet duct - design and fabrication
Power transmitting components between impeller shaft and gearbox
Connection of the jet with the ship
Customized connection to 3rd party outboard hydraulic system to Wrtsil powerpack
Bolting
1.11.1.1
Waterjet inlet duct

Wrtsil custom designs the hydraulic profile of the jet inlet duct for every project. Good jet
inlet duct design results in optimum efficiency and avoidance of undesirable cavitation effects
at the inflow of the pump. The yard is responsible for the structural design and manufacturing
of the jet inlet duct based on the hydraulic profile supplied by Wrtsil. For the construction
of the inlet duct normally the same material is used as for the hull.
For the inlet duct design, the ships hull lines are required in 3D Unigraphics NX4, IGES, STP
or Parasolid electronic format.
A standard questionnaire of the information required can be found in the attachments of this
product guide. A digital version of this questionnaire can be downloaded from the Wrtsil
website.
1. Description
1.11.1.2
Shaft connection between jet and gearbox

Each jet is delivered with a self-aligning oil-lubricated combined axial and radial roller bearing
placed directly forward of the sterntube seal. The free end of the shaft is machined for fitting
of a hydraulic type coupling.
Power transmitting components between the hydraulic coupling and the gearbox flange can
be supplied as an option. Most common options include geartooth coupling, flexible disc
packages in combination with hollow steel shafts, or composite shafts.
1.11.1.3
Electrical insulation
It is advised to separate the stainless jet construction from the ships hull if the ship hull is not
built from reinforced plastics. To prevent galvanic corrosion and interaction, the following is
included in each scope of supply:
Several sacrificial anodes mounted on the outside of the waterjet construction.
One isolating gasket between waterjet seat ring and the transom.
One isolating gasket between seal group and sterntube.
Synthetic bushes and rings for all mounting bolts.
Current collectors for the jet impeller shaft.
An insulation plate between the jet shaft and the intermediate shaftline (if applicable).
Chockfast Orange (yard supply) between the inboard thrust bearing block and the hull.
Insulation at the manifold block.
Insulating hoses and thrust bearing block
1.11.1.4
Bolting
For the following connections, bolts are supplied by Wrtsil:
Between stator bowl, seat ring and transom executed in stainless steel.
Between thrust bearing block and foundation.
Between seal and sterntube executed in stainless steel.
1.11.2
Not in scope of supply of Wrtsil

The Wrtsil scope of supply does not include:
Structural design and supply/fabrication of the required waterjet inlet duct (see above).
Installation of the waterjets on board.
Installation and wiring of the control system.
Piping and wiring to be done on-board and relevant materials.
Piping to outboard connection block.
Bolting to be done on board except as noted in above paragraph.
Oil for first filling.
Prime mover speed governors.
Starters for electric motors.
Torsional, axial vibration analysis calculation (engine supplier).
Shaft alignment and whirling calculations.
Cable and pipe glands for transom throughput.
10
2. Waterjet Size Selection
2.
Waterjet Size Selection
2.1
Introduction
The thrust generated by a waterjet is the reaction on the acceleration of the flow from the
average intake speed vi at the inlet to the exit speed vj at the nozzle. This is illustrated in figure
2.1.1.
Fig 2.1.1
Waterjet flow
The speed at the inlet vi is less than the ship speed and is a function of the length of the ship
and the flow through the unit. This affects both the efficiency of the jet and the maximum
power which can be applied to the unit for the application.
NOTE
Please note that the jet selection and performance parameters can only be
accurately determined based on ship design, engine and gearbox details. All graphs
are for reference only.
Do not hesitate to contact us for optimized selections based on your unique ship design. To
provide us with the necessary information, the waterjet selection questionnaire can be used.
This questionnaire can be found in chapter 7. Drawings.
2.2
Size selection for a given engine power

Figures 2.2.1 and 2.2.3 are used to select the proper waterjet size when the installed power
per jet is known. First a correction factor is determined with aid of figure 2.2.1. The minimum
waterjet size is then determined with aid of figure 2.2.3. The figures are based on transmission
losses of 3%.
Fig 2.2.1
Power factor
Fig 2.2.2
Power factor (cont.)
Fig 2.2.3
Size selection based on power
Fig 2.2.4
Size selection based on power (cont.)
2.3
Size selection for a given resistance

Figures 2.3.1 and 2.3.3 are used to select the proper waterjet size when the resistance of the
ship is known. First a correction factor is determined with aid of figure 2.3.1. Finally, the
minimum waterjet size is determined with aid of figure 2.3.3.
Fig 2.3.1
Resistance factor
Fig 2.3.2
Resistance factor (cont.)
Fig 2.3.3
Selection based on resistance
Fig 2.3.4
Selection based on resistance (cont.)
For a list of main dimensions for available waterjet sizes, refer to chapter 6. Main Data.
NOTE
Please note that the jet selection and performance parameters can only be
accurately determined based on ship design, prime mover and gearbox details.
All graphs are for reference only.
Do not hesitate to contact us for optimised selections based on your unique ship
design.
This page intentionally left blank
3. Waterjet Component Selection
3.
Waterjet Component Selection
3.1
Introduction
The waterjet installation consists of various subsystems and components. It contains:
A hydraulic system to generate hydraulic pressure for steering and reversing actions.
A lubrication system to generate adequate lubrication and cooling for the TBB.
A Waterjet Control Unit (WCU) that interacts between the various waterjet components,
engine room and the Bridge Control Station.
A feedback unit, that collects and converts the signal from the sensors in the steering and
reversing cylinders and transmits them to the WCU.
An overview of the complete waterjet installation is given in figure 3.1.1. The connections to
and between the various components (pipes, hoses,cables, etc.) are yard supply.
Fig 3.1.1
Waterjet system overview
In the previous chapter a waterjet size selection has been made based on the selection graphs.
In the next paragraphs the following components will be selected:
Thrust bearing block
Lubrication pump
Lubrication tank (booster waterjet only)
Shaft seal
PTO pump
Hydraulic Power Pack (Steerable / reversible only)
3.2
Thrust bearing selection

One of the key benefits for any waterjet design is an inboard position of the thrust bearing. It
increases reliability and maintainability of the system. The cylindrical outer contour of the
impeller makes the impeller insensitive to axial movements and optimum tip clearance is
always guaranteed, even with the thrust bearing not placed in the direct vicinity of the impeller.
The thrust bearing is executed as a self-aligning, oil-lubricated combined axial and radial roller
bearing mounted on a hollow sleeve and is equipped with integrated PT100 sensor.
The hollow shaft sleeve is also used to locate the impeller shaft assembly in axial and radial
direction.
In standard configuration, the bearing housing is made of aluminium for minimum weight. For
installations delivered for shock requirements, the housing is made of steel.
Due to its position inside the ship, the bearing can easily be oversized without affecting the
dimensions and performance of the water jet stator bowl.
The mounting flanges of the thrust bearing are connected to the ship structure with cast resin,
such as Chockfast Orange, (yard supply) and fasteners (Wrtsil supply) as a standard.
3.2.1
Thrust bearing size selection

For preliminary design purposes it is possible to select the thrust bearing size from table 3.2.1.1
based on the jet size selected in section 2.2 or 2.3 above.
Fig 3.2.1.1
Thrust bearing main dimensions
Table 3.2.1.1
Thrust bearing selection and main thrust bearing data
Jet size
Thrust bearing
size
Block dimensions
(l*w*h [mm])
Oil contents [ltr]
Dry weight [kg]

(Al execution)
510
127
320*460*300
2.3
54
570
142
334*554*474
19.3
(integr. sump)
79
640
199
400*600*575
4.2
130
720
199
400*600*575
4.2
130
810
286
480*720*625
6.4
200
910
447
600*880*700
10.5
345
1000
447
600*880*700
10.5
345
1100
447
600*880*700
10.5
345
1200
447
600*880*700
10.5
345
Jet size
Thrust bearing
size
Block dimensions
(l*w*h [mm])
Oil contents [ltr]
Dry weight [kg]

(Al execution)
1300
718
760*1160*910
22.9
800
1400
718
760*1160*910
22.9
800
1500
718
760*1160*910
22.9
800
1620
1145
960*1420*1050
44.6
1475
1720
1145
960*1420*1050
44.6
1475
1880
1600
1050*1650*1150
61.5
1825
2020
1600
1050*1650*1150
61.5
1825
2180
Special
tbd
tbd
tbd
2350
Special
tbd
tbd
tbd
At order stage, the confirmed size of the thrust bearing will be determined based on all final
design details.
Final selection may be influenced by for example the vessels operating profile or shock
requirements. Please do not hesitate to consult us in case you require more information.
3.2.2
Installation notes for TBB

The thrust bearing block, located inboard, supports the shaft and bears the axial thrust
generated by the impeller. The TBB has two mounting flanges, which are bolted to the ships
foundation. The foundation shall be constructed to accommodate the position of the thrust
bearing block and withstand the forces that act upon it, whilst fulfilling the relevant rules of
the applicable classification society.
For (dis)mounting and maintenance purpose, significant clearance at several positions of the
thrust bearing block is required. Dimensional drawings of these clearances can be found in
chapter 6. Main Data of this product guide.
3.3
Thrust bearing oil lubrication and cooling pack (LOP)

For each waterjet one thrust bearing oil lubrication & cooling set is delivered.
In the event of an accident this oil circuit is protected from sea water pollution by the fact that
it is located inboard and, in case of steerable reversible jets, by being completely separate
from the hydraulic oil circuitry.
3.3.1
Standard oil lubrication and cooling set

As a standard the separate double oil pump set of the lubrication system is driven by an electric
motor.
The first pump takes suction from the lube oil reservoir and supplies the oil via a filter and a
seawater cooler to the thrust bearing housing. The second pump returns the oil from the thrust
bearing to the reservoir. For steerable reversible waterjets the lube oil is stored in a dedicated
compartment of the hydraulic power pack. The lube oil filter and cooler are mounted on that
compartment.
In the unlikely event that the electric motor fails, operation of the jet is still possible at reduced
main engine rpm. The maximum rpm at which operation without forced lubrication can take
place will depend on the installed bearing size and the prevailing operating conditions. The
rpm has to be further reduced in case the maximum allowable operating temperature of the
bearing is reached.
The standard components of the oil lubrication & cooling set are:
Double gear pump and electric motor unit (separate).

Oil tank with level switch and dip stick (integrated in hydraulic powerpack for steerable
waterjets).
Filter with bypass and pressure switch (mounted on the tank) at pressure side of the first
section of the pump.
Fill, drain plug and silica breather (mounted on the tank).
Seawater resistant heat exchanger (mounted on the tank).
Oil temperature switch (mounted on the thrust bearing).
3.3.2
Dimensions and general arrangement

If the waterjet size has been selected, the required oil lubrication & cooling set can be selected.
General arrangement drawings in .DXF/.DWG format can be submitted via email on request
or downloaded via a customer section on the Wrtsil website.
The principal dimensional and performance data of pump sets for the standard LOP & cooling
sets for 50 Hz 380V supply with IEC frame motor and for 60 Hz 460 V with NEMA frame motor
are listed in the tables below.
Fig 3.3.2.1
Lubricating oil pump main dimensions
Table 3.3.2.1
50 Hz Lubricating oil pump set selection and main dimensional and

connection data
Lube oil pump sets 50 Hz 380 V IEC Frame system data block
Jet size
50Hz
Pump
set
Power
[kW]
I nom
[A]
I start
[A]
l
[mm]
w
[mm]
h
[mm]
mass
[kg]
Cooling
water 1
[l/min]
510
LA
1.1
2.9
13.1
540
260
220
27
15
570
LB
2.2
5.2
26
602
280
240
53
25
640
LB
2.2
5.2
26
602
280
240
53
25
720
LB
2.2
5.2
26
602
280
240
53
25
810
LB
2.2
5.2
26
602
280
240
53
25
910
LB
2.2
5.2
26
602
280
240
53
25
1000
LB
2.2
5.2
26
602
280
240
53
25
1100
LB
2.2
5.2
26
602
280
240
53
30
1200
LC
2.2
5.2
26
610
280
240
53
30
Lube oil pump sets 50 Hz 380 V IEC Frame system data block
Jet size
50Hz
Pump
set
Power
[kW]
I nom
[A]
I start
[A]
l
[mm]
w
[mm]
h
[mm]
mass
[kg]
Cooling
water 1
[l/min]
1300
LC
2.2
5.2
26
610
280
240
53
30
1400
LC
2.2
5.2
26
610
280
240
53
30
1500
LC
2.2
5.2
26
610
280
240
53
30
1620
LC
2.2
5.2
26
610
280
240
53
30
1720
LC
2.2
5.2
26
610
280
240
53
30
1880
LE
6.9
38
627
280
240
53
40
2020
LE
6.9
38
627
280
240
53
40
2180
tbd
tbd
tbd
tbd
tbd
tbd
tbd
tbd
tbd
2350
tbd
tbd
tbd
tbd
tbd
tbd
tbd
tbd
tbd
Connections on the tank.
Table 3.3.2.2
60 Hz Lubricating oil pump set selection and main dimensional and

connection data
Lube oil pump sets 60 Hz 460 V NEMA Frame system data block
Jet size
60Hz
Pump
set
Power
[kW]
I nom
[A]
I start
[A]
l
[mm]
w
[mm]
h
[mm]
mass
[kg]
Cooling
water 1
[l/min]
510
LA
1.1
2.0
17
630
350
190
36
20
570
LA
1.1
2.0
17
630
350
190
36
20
640
LA
1.1
2.0
17
630
350
190
36
20
720
LA
1.1
2.0
17
630
350
190
36
20
810
LB
2.2
3.9
31
650
430
290
55
30
910
LB
2.2
3.9
31
650
430
290
55
30
1000
LB
2.2
3.9
31
650
430
290
55
30
1100
LB
2.2
3.9
31
650
430
290
55
30
1200
LB
2.2
3.9
31
650
430
290
55
30
1300
LB
2.2
3.9
31
650
430
290
55
30
1400
LB
2.2
3.9
31
650
430
290
55
30
1500
LB
2.2
3.9
31
650
430
290
55
30
1620
LB
2.2
3.9
31
650
430
290
55
30
1720
LB
2.2
3.9
31
650
430
290
55
30
1880
LD
3.7
6.5
48
700
430
290
59
45
2020
LD
3.7
6.5
48
700
430
290
59
45
2180
tbd
tbd
tbd
tbd
tbd
tbd
tbd
tbd
tbd
Lube oil pump sets 60 Hz 460 V NEMA Frame system data block
Jet size
2350
3.3.3
60Hz
Pump
set
Power
[kW]
I nom
[A]
I start
[A]
l
[mm]
w
[mm]
h
[mm]
mass
[kg]
Cooling
water 1
[l/min]
tbd
tbd
tbd
tbd
tbd
tbd
tbd
tbd
tbd
Connections on the tank.
Booster waterjet lubrication

A booster waterjet does not have a hydraulic power pack in which the lubrication oil can be
integrated. This execution requires a separate lubrication and cooling set. The standard
components for this system are the same as stated in section Standard oil lubrication and
cooling set above.
The principal dimensions for this lubrication oil tank are listed in table 3.3.3.1.
Fig 3.3.3.1
Lubrication oil tank main dimensions
Table 3.3.3.1
Booster lubricating oil tank
Waterjet size
3.3.4
Tank size
Block dimensions
Wet weight
[ltr]
L [mm]
W [mm]
H [mm]
[kg]
510-1300
40
940
700
575
120
1400-2350
60
940
700
700
150
Installation notes for LOP

The lubrication pump set needs to be installed in a position close to and below the suction
line connection of the thrust bearing. To minimize line losses and avoid air locks, the lines
connecting the pump set to the thrust bearing and the lube oil reservoir have to be of ample
size and with the minimum number of bends. If possible lines have to be installed with a slope.
Position the tank as close as possible to and above the thrust bearing block. In general
maximum line length is 10m and maximum number of bends is 10.
3.4
Shaft seal
3.4.1
Seal selection
As the selection of the seal is directly related to the selection of the thrust bearing, for
preliminary design purposes it is possible to select the seal size from table 3.4.1.1 based on
the jet size selected in section 2.2 or 2.3 above.
Table 3.4.1.1
Seal selector and main data
Seals: Mass, flushing details and block dimensions

Seal size
Mass (cps)1
[kg]
l
[mm]
d flange
[mm]
flush water
[l/hr]
510
120
17.0
231.0
290
360
570
120
17.0
231.0
290
360
640
140
20.8
240.5
320
420
720
140
20.8
240.5
320
420
810
170
23.7
240.5
350
510
910
190
25.6
240.5
370
570
1000
220
29.1
248.2
400
660
1100
220
29.1
248.2
400
660
1200
250
33.0
248.2
430
750
1300
260
33.4
256.2
440
780
1400
280
35.5
256.2
460
840
1500
290
36.7
256.2
470
870
1620
320
42.5
274.2
500
960
1720
340
48.4
294.2
530
1020
1880
380
52.5
294.2
570
1140
2020
400
54.7
294.2
590
1200
2180
o.o.r.
2350
o.o.r.
Jet size
3.4.2
Composite housing
Installation notes for shaft seal

The shaft seal is mounted on the inlet duct right behind the thrust bearing block and acts as
a barrier to prevent water from entering the ship.
The shaft seal requires two types of connections. One air connection to the inflatable seal and
one connection to the flush water supply. The flush water requirements are stated in table
3.4.1.1.
The flush water for the seal will disappear via the stern tube and the stator bowl to the
environment. Maximum allowable flush water temperature at entry = 40C. For maximum seal
life, the flush water should be filtered with a 200 [micron] mesh filter/strainer.
The inflatable seal may be activated by air or a suitable liquid, with a maximum pressure of 5
bar. To deactivate the seal, the pressure should be decreased to atmosphere.
3.5
Hydraulic System
3.5.1
Jet hydraulic systems

Each steering and reversing waterjet requires one hydraulic power pack (HPP) for steering
control and reversing actions. Two stainless steel hydraulic cylinders are used to pivot the
jetavator to port and starboard and one central hydraulic cylinder to move the reversing plate
up and down. Hydraulic cylinders are fitted with integrated position sensors linked to the
electronic jet control system for feedback and indication.
The hydraulic control for each steering and reversing waterjet installed is independent and
failure in one hydraulic system will not affect the other jets installed
Fig 3.5.1.1
3.5.2
Thrust directions
Standard hydraulic power pack (HPP)

The main hydraulic pump of the standard HPP is driven by a Power Take Off (PTO) from the
gearbox or the prime mover. In addition to this, an electrically driven double pump is installed
on the oil tank. One section of that pump (with a capacity of approx. 15% of the main PTO
driven pump) can be used for moving the jet when the prime mover is not running and / or as
a back-up in case of a failure to the main PTO driven hydraulic pump. The other section of
the electrically driven pump (with a capacity of approx. 25% of the main PTO driven pump) is
used for cooling and filtering of the oil.
A standard power pack is equipped with:
Electrically driven double pump with sections for start-up / back-up and cooling / filtering
respectively
Directional control valve to switch between start-up / back-up and normal operation
Proportional valve for steering control complete with counter balance valves for load holding
and overload protection
Proportional valve for reversing control complete with counter balance valve for load holding
and overload protection
Possibility for manual operation of proportional valves
Seawater resistant heat exchanger mounted on tank

Oil filter in return line with clogging indicator / electric signal and bypass
Local pressure manometer for pump pressure indication
Oil pressure switch on pressure side of the pump
Oil level indicator
Oil level switch
Oil temperature switch
Oil temperature indicator
Fill, drain plug and silica breather
Seperate section in tank for TBB lubrication oil
3.5.3
Dimensions and general arrangement drawings

Standard HPPs can serve every size waterjet in the range. The power pack required for your
application will depend mainly on:
The selected water jet size
Desired steering and reversing response (settling times)
The main (dimensional) data of the hydraulic power packs are printed on the pages following
the hydraulic system selector.
General arrangement drawings in .DXF/.DWG format can be submitted via email on request
or downloaded via a customer section on the Wrtsil website. Please refer to chapter 8.
Product Guide Attachments.
The tables below make a preliminary power pack and PTO pump selection possible. The size
of the PTO driven hydraulic pump will depend on all above mentioned parameters plus the
speed (revolutions/minute) of the PTO on the gearbox or prime mover.
Notes for the tables in the remainder of this chapter.
1 Standard settling time valid for the particular jet sizes. For example a settling time
of 10/10 indicates steering from full board to board in maximum 10 seconds and
reversing from full ahead to full astern in maximum 10 seconds.
2 Faster settling times are possible up to the minimum settling time indicated in table
3.5.3.1. Faster settling times will require larger and heavier pumps and sometimes
larger and heavier power packs.
3 HPP size is related to jet size and design settling times
4 Please refer to figure 3.5.4.1 and tables 3.5.4.1 3.5.4.3 3.5.4.3 for block dimensions,
weight and connection details for a selected PTO pump and HPP size (separate
tables for execution with 50Hz 380V IEC frame motor, table 3.5.4.2 and 60Hz 460V
NEMA frame motor, table 3.5.4.3).
5 The main pump size will depend on the speed of the PTO on the gearbox or prime
mover. If a high PTO speed is available, a smaller and lighter pump can be used.
6 The rpm for the PTO in table 3.5.3.1 describes the input speed for the pump at a
maximum engine rpm.
Table 3.5.3.1
Axial series water jets - PTO pump selector.
Jet size Standard settling Pump for Pump for

time
PTO
PTO
stg/rev
1000 rpm 2000 rpm
3.5.4
Minimum Pump for Pump for

settling time
PTO
PTO
stg/rev
1000 rpm 2000 rpm
510
6/6
4/4
570
6/6
4/4
640
6/6
4/4
720
7/7
5/5
810
8/8
6/6
910
8/8
6/6
1000
8/8
6/6
1100
9/9
7/7
1200
9/9
7/7
1300
10/10
8/8
1400
10/10
8/8
1500
11/11
9/9
1620
14/14
12/12
1720
14/14
12/12
1880
16/16
14/14
2020
20/20
18/18
2180
22/22
20/20
2350
24/24
22/22
PTO pump data

A range of variable displacement piston type PTO pumps are used. As a standard these pumps
have a clockwise direction of rotation when looking to the pump shaft end (other direction of
rotation can be supplied upon special request). The pump is selected based on the design
requirements and the available nominal rpm of the PTO (see table 3.5.3.1 ).
10
Fig 3.5.4.1
Typical PTO pump connection details
In table 3.5.4.1 below the relevant connection and mass details for the range of standard PTO
pumps are given.
Table 3.5.4.1
PTO
pump size
PTO pump main data and connection details

Max
Dry weight
[rpm]
[kg]
3000
19
3000
Flange
Shaft
Shaft
ISO 3019/2 execution
length
splines
-mounting
DIN5480
face
L
PCD
D hole
[mm]
[mm]
[mm]
4 bolt 100 W25*1.5*15*8f
43
125
12
19
4 bolt 100 W25*1.5*15*8f
43
125
12
2800
30
4 bolt 125 W32*1.5*20*8f
47
160
14
2800
60
4 bolt 160 W40*1.5*25*8f
56
200
18
2500
60
4 bolt 160 W40*1.5*25*8f
56
200
18
2300
60
4 bolt 160 W40*1.5*25*8f
56
200
18
2400
90
4 bolt 160
W50*2*
24*9g
78
200
18
2200
90
4 bolt 160
W50*2*
24*9g
78
200
18
1800
172
4 bolt 200
W60*2*
28*9g
80
250
22
1750
180
4 bolt 250
W70*3*
22*8f
90
315
22
[mm]
11
Table 3.5.4.2
Axial series water jets - Hydraulic system data, HPP block dimensions,
weights etc. with 50Hz 380V IEC frame aux motor
Standard settling time
Jet
size
Block
dimensions
l-w-h
Wet Required Required

weight power
cooling
water
flow
Block
dimensions
l-w-h

weight power
cooling
water
flow
[mm]
[kg]
[kW]
[l/min]
[mm]
[kg]
[kW]
[l/min]
510
940-710-860
330
2.6
940-710-860
330
2.6
570
940-710-860
330
2.6
940-710-860
330
2.6
640
940-710-860
330
2.6
940-710-860
330
2.6
12
720
940-710-860
330
2.6
940-710-860
330
2.6
12
810
940-710-860
330
2.6
10
940-710-860
330
2.6
12
910
940-710-860
330
2.6
12
940-710-870
330
4.6
17
1000
940-710-870
330
4.6
17
1760-870-880
610
6.4
21
1100
1760-870-820
590
4.6
20
1760-870-880
610
6.4
26
1200
1760-870-880
610
6.4
28
1760-870-880
610
6.4
34
1300
1760-870-880
610
6.4
26
1760-870-880
610
6.4
34
1400
1760-870-910
630
8.6
36
1760-1120-1040 1080
8.6
49
1500 1760-1120-1040 1080
8.6
49
1760-1120-1030 1120
13
57
1620
630
8.6
40
1760-1120-1040 1080
8.6
49
1720 1760-1120-1030 1120
13
48
1760-1120-1030 1120
13
59
1880 1760-1120-1030 1120
13
57
1760-1120-1130 1140
18
65
2020 1760-1120-1130 1120
13
48
1760-1120-1130 1120
13
57
2180 1760-1120-1130 1120
13
65
1760-1120-1130 1140
18
69
2350 1760-1120-1130 1140
18
80
2340-1070-1200 1480
18
85
1760-870-910
Table 3.5.4.3
Jet
size
12
Minimum settling time
Axial series water jets - Hydraulic system data, HPP block dimensions,
weights etc. with 60Hz 460V NEMA frame aux motor
Block
dimensions
l-w-h

weight power
cooling
water
flow
Block
dimensions
l-w-h

weight power
cooling
water
flow
[mm]
[kg]
[kW]
[l/min]
[mm]
[kg]
[kW]
[l/min]
510
940-710-930
330
3.7
940-710-930
330
3.7
570
940-710-930
330
3.7
940-710-930
330
3.7
640
940-710-930
330
3.7
940-710-930
330
3.7
12
720
940-710-930
330
3.7
940-710-930
330
3.7
12
810
940-710-930
330
3.7
10
940-710-930
330
3.7
12
Jet
size

Block
dimensions
l-w-h

weight power
cooling
water
flow
Block
dimensions
l-w-h

weight power
cooling
water
flow
[mm]
[kg]
[kW]
[l/min]
[mm]
[kg]
[kW]
[l/min]
910
940-710-930
330
3.7
12
940-710-930
330
3.7
17
1000
940-710-930
330
3.7
17
1760-870-920
620
5.5
21
1100
1760-870-880
590
3.7
20
1760-870-920
620
5.5
26
1200
1760-870-920
620
5.5
28
1760-870-960
630
7.5
34
1300
1760-870-920
620
5.5
26
1760-870-960
630
7.5
34
1400
1760-870-960
630
7.5
36
1760-1120-1090 1080
7.5
49
1500 1760-1120-1090 1080
7.5
49
1760-1120-1180 1120
11
57
1620
630
7.5
40
1760-1120-1090 1080
7.5
49
1720 1760-1120-1180 1120
11
48
1760-1120-1180 1120
11
59
1880 1760-1120-1180 1120
11
57
1760-1120-1220 1140
15
65
2020 1760-1120-1180 1120
11
48
1760-1120-1180 1120
11
57
2180 1760-1120-1180 1120
11
65
1760-1120-1220 1140
15
69
2350 1760-1120-1220 1140
15
80
2340-1070-1290 1480
15
85
1760-870-960
Fig 3.5.4.2
3.5.5
HPP main dimensions
Installation notes for HPP

Long distances between the HPP and the waterjet and between the HPP and the PTO
connection for the main hydraulic pump should be avoided. Pressure losses will occur in
piping if connections are too far apart.
This could reduce the performance efficiency of steering or reversing. Oil filled piping running
through the vessel over long distances also increases installation weight and may cause
13
problems with heat dissipation and noise transmission. If a large distance between PTO and
waterjet cannot be avoided, we can, instead of using the PTO, supply full electrically driven
power packs with the main pump directly mounted on or near the HPP tank. That way nearly
all pressure and suction piping between PTO and HPP is saved. Please contact us for more
information.
14
Fig 3.5.5.1
Schematic of standard power pack
15
4.
4. Design Considerations
Design Considerations
Apart from the design criteria that are mentioned in the previous chapter, in the paragraphs
"Installation notes", some overall design considerations apply.
4.1
Ship interfacing
The waterjet installation interfaces with the ship in several locations. The ships structure needs
to be designed and machined correctly to allow proper installation and operation.
4.1.1
Ship design considerations

The centre of the shaft line must be at water level or below for proper operation of the waterjet.
The minimum required height of the shaft centre line to bottom is presented in table 4.1.1.1
Waterjet dimension clearance for ship design. For the use of multiple waterjets, the sum of
the side clearances can be taken to determine the minimum distance between two adjacent
shaft centre lines. The side clearance per waterjet size is given in table 4.1.1.1. A smaller
distance between shaft centre lines is possible, but in that case additional Anti collision
provisions are needed.
The inlet duct needs to be constructed to follow the ships lines plan and the hydrodynamic
profile as described in the custom made drawing from Wrtsil. The inlet hydrodynamic profile
is calculated using CFD software and taking the specific order data and requirements into
consideration. Welds on the wetted side of the inlet duct need to be ground flush, to provide
optimal performance. On request the inlet duct can be delivered by Wrtsil as an option.
At the output end of the inlet duct a flange is needed for mounting of the seat ring (impeller
housing) and waterjet outboard part. This flange needs to be integrated in the transom. The
(fluctuating) forces and moments generated by the waterjet act on the transom and need to
be transferred from there into the vessels structure. The position of the inlet duct and the
flange are determined by the theoretical shaft centreline. The flange needs to be machined
according to Wrtsil drawing "Ship interfacing".
Mounting of the seat ring, after the transom has been machined, determines the actual shaft
line position.
The transition between seat ring and inlet duct needs to be in line to prevent inadvertent
disturbance of the water flow just upstream of the impeller.
At the front of the inlet duct, the stern tube is constructed to allow the shaft to enter the ship.
To prevent water from entering the ship, the shaft seal is mounted at the forward end of the
stern tube. For proper mounting of the shaft seal the stern tube flange needs to be constructed
and machined according to Wrtsil drawing "Ship interfacing". For proper alignment of the
shaft seal, the stern tube flange needs to be machined using the actual shaft line as reference.
The thrust generated by the impeller will be transferred to the ship through the thrust bearing
block. The thrust bearing block is also designed to support the shaft and needs to be aligned
properly.
To accommodate the position and thrust from the thrust bearing block, a foundation has to
be made according to the project specific Wrtsil drawing "Ship interfacing". A non conductive
cast resin compound is used to fixate and electrically isolate the thrust bearing block from the
ships structure.
Necessary outboard connections (for a steerable reversible waterjet) are the hydraulic hose
connections to the waterjet and the feedback wiring for steering and reversing positions.
Optional outboard connections can be made for cooling water supply (from top of stator bowl)
and cooling water outlet. Preferably these connections are made in the transom close to and
above the waterjet. These connections must be made with a watertight throughput (except
the cooling water outlet).
Sacrificial anodes are mounted on the waterjet assembly to protect the unit and reduce the
risk of corrosion to the hull/inlet duct in the vicinity of the waterjet. A proper cathodic protection
system for the hull with due consideration of the presence of the stainless steel waterjet(s)
has to be provided by the yard. It is highly recommended to add additional anodes on the
transom near the waterjet and inside of the inlet duct.
The entrained water given in table 4.1.1.1 is the estimated volume of water in the inlet duct
(with a shape corresponding to the shaft height mentioned in the same table), causing extra
weight in the ship. This should be taken into consideration during the design of the ship.
Fig 4.1.1.1
Waterjet dimension clearance
Table 4.1.1.1
Waterjet dimension clearance for ship design
Waterjet size
Side clearance
[mm]
Top clearance
[mm]
Entrained water
[ltr]
Shaft height
[mm]
510
620
620
450
510
570
685
660
600
570
640
765
700
850
640
720
855
750
1250
720
810
955
810
1750
810
910
1070
950
2450
910
1000
1175
1000
3250
1000
1100
1285
1070
4300
1100
1200
1400
1130
5600
1200
1300
1510
1200
7100
1300
1400
1630
1330
8850
1400
1500
1740
1390
10900
1500
Waterjet size
Side clearance
[mm]
Top clearance
[mm]
Entrained water
[ltr]
Shaft height
[mm]
1620
1875
1470
13700
1620
1720
1990
1530
16400
1720
1880
2170
1640
21400
1880
2020
2330
1730
26550
2020
5.
5. Propulsion Control System
Propulsion Control System

The Wrtsil Propulsion Control System is a complete user interface, which improves
interactions and safety aboard ships of all sizes. Rather than a single product, it is a
comprehensively designed system of levers and touch-screen interfaces, which takes into
account and suits all possible propulsion configurations a modern ship can have.
With the Wrtsil Propulsion Control System the user is intuitively in control in all situations
and in all conditions. The systems modularity makes installing, commissioning, configuration
and maintenance simple and efficient, saving valuable time.
5.1
Propulsion Control System overview

The propulsion control system consists of 2 major parts. At or near the machinery, the
Propulsion Control Unit (PCU) is located. At the bridge a so called Bridge Control Unit (BCU)
is present as well as individual control modules like levers and displays. The PCU communicates
with the BCU via a redundant CAN OPEN field-bus.
The PCU contains 2 redundant controllers which are connected to the machinery of the
propulsion plant. Interfaces are present to gearbox clutch system, main engine and waterjet
hydraulics and lubrication system.
The BCU contains of 2 redundant communication controllers (gateways) which take care of
all the internal data traffic between the connected bridge modules like levers and displays as
well as with external systems like Auto Pilot, joystick, alarm and monitoring system and voyage
data recorder.
5.1.1
Propulsion Control Unit

Each propulsion control system will control one or more propulsor systems. In a configuration
of four waterjets, one PCU will control the starboard waterjets and one PCU the port waterjets.
The propulsion control unit is the central unit of the system and contains two controllers (PLCs)
with I/O points:
A main controller which handles all normal functionality like follow-up thrust control, engine
start/stop, clutch control and mode selection.
A back-up controller which is used for open loop control of thrust in case of malfunctioning
of the main controller.
An operator terminal is mounted in the cabinet door for local steering control as well as
calibration and data presentation.
The cabinet (IP44) is placed in the central/engine control room or inside the machinery space.
The requirements for ambient conditions of this area are:
Maximum ambient temperature: 55C
Minimum ambient temperature: 0C
Maximum relative humidity: 95%
Fig 5.1.1.1
5.1.2
Control cabinet
Remote control stations

The minimal configuration for a remote control station is defined by a rotational lever, a side
display and a steering indicator per waterjet. In a configuration of four water-jets in the vessel
the minimal configuration for a remote control station is defined by 2 rotational levers, 4 side
displays and 4 steering indicators. Optionally a main display can be delivered to accommodate
common functions via a single user interface. Synchronous steering/thrust functions can be
accommodated via separate double headed thrust levers and steering stick/steering wheel.
The levers, displays and indicators are for indoor use and suitable for desk mounting. The
modules must mechanically be fitted in a closed unit like a console or arm-rest. All connections
of power supply and field-bus are via pre-fab cables between the modules and a so called
distribution module. At each control station a distribution module for port as well as for stbd
is present.
Fig 5.1.2.1
5.1.3
Example of a bridge panel
Lever control unit

The lever unit (IP22) is equipped stepper motors, an emergency stop button, a backup select
button and an indication ring. The stepper motors are used during normal control for the
synchronization of lever not in control and for electronic detents. During back-up control the
same lever is used (without the stepper motor) with separate back-up electronics. The indication
ring colour will indicate the applicable sailing mode of the water-jet. Manual (dark blue), Auto
Pilot (light blue), back-up (yellow) or emergency stopped (red) and control transitions (orange
flashing)
5.1.4
Side displays
The side display (IP22) is a 4.3 full color touchscreen and has its own electronics and is
independent of the lever. The user interface supports functions for control transfer, mode
selections, propulsor start/stop, engagement/disengagement of the clutch, indication of the
controlled parameters, panel control functions like lamp test and dimming.
5.1.5
Control transfer between remote control stations

Remote command control is present at one station at a time. Three procedures for control
transfer between the remote control stations are defined:
Take procedure: Used between stations at the same level (i.e. bridge level) which are visible
from each other.
Request / accept procedure: Used between stations at different levels or at the same level
between stations which are not visible from each other.
Forced transfer procedure: Used to transfer control unconditionally to a station which is
defined as master station.
The first two normal control transfer procedures (take and request / accept procedures) are
always seamless. I.e. the thrust setting at the station where control is transferred to must be
set in line with the thrust setting at the station in control at the start of the procedure before
control can be transferred. Optionally control levers with electric shafts can be applied for
automatic line-up.
When in backup control all three normal control transfer procedures are disabled and backup
control transfer between the different stations is active. Backup control transfer will be according
the take procedure at all levels.
5.2
Control system layout

The scope of supply for a waterjet control system varies with the layout of the waterjets. Most
common waterjet layouts are ships with two or four steerable waterjets and ships with two
steerable waterjets plus one or two booster waterjets. A configuration with three steerable
waterjets is also possible but not common.
Also a combination of a waterjet with two other propulsors (like a controllable pitch propeller)
may occur as a non-standard lay out. A variation on a lay out with four steerable waterjets is
a lay out where the waterjets are linked in pairs of two (see figure 1.10.1 Inboard hydraulic
system); this is also a non-standard layout.
5.2.1
Basic four steering/reversing waterjet system
Fig 5.2.1.1
Basic four steering/reversing waterjet system
The above schematic layout is for a basic control system with four steering water-jets and 3
control positions at the bridge. The systems on port and stbd side are fully independent.
5.2.2
Basic two steering/reversing waterjet system
Fig 5.2.2.1
Basic two steering/reversing waterjet system
This is a minor variation of the four waterjet system on the previous page. There are still two
fully independent subsystems and thus two independent control cabinets mounted in the
engine room as with the four waterjet system.
5.2.3
Basic two steering/reversing and booster waterjet system
Fig 5.2.3.1
Basic two steering/reversing and booster waterjet system
This is a minor variation of the two waterjet system on the previous page. The centre booster
jet doesnt generate steering or reversing signals and is added to either the port or starboard
system. In case of two boosters one is added to each independent side.
5.3
Functional description
5.3.1
Basic system description

The Wrtsil propulsion control system is designed to control the steering angles, reverse
bucket positions and the speed setting (rpm) of the installed waterjets. Clutch control as well
as interfaces for remote start/stop of the engine can be integrated within the waterjet control
system. Low level third party engine/gearbox monitoring, control and safety functions are not
part of the propulsion control system and must be supplied as by the third party manufacturers.
5.3.2
Basic main control features

The principal main features of Wrtsil remote control system are:
Remote control from the centre bridge and optional control stations like bridge wings if
installed.
Individual steering and thrust (bucket and rpm) control for each steering waterjet by means
of steering / power control heads.
Synchronous steering and thrust control for all waterjets by means of the steering/power
lever of one steering/power control head.
Optional synchronous steering control for all waterjets by means of a steering stick (arm
rest) or steering wheel while individual thrust can be controlled using a double headed
power lever.
Indication of steering angles, bucket positions and rpm's.
Clutch control and monitoring for each waterjet (if applicable).
Automatic thrust-bearing lubrication control for all waterjets.
5.3.3
Extended main control features

The basic control systems as displayed on the previous pages can be extended with additional
features.
The main extended feature is a vessel coordinating control system for LIPS-STICK (joystick)
control interfacing with the individual waterjet control systems and the navigation equipment
like GPS, VDR, AMCS. The navigation equipment itself as a standard is not included in our
supply.
Fig 5.3.3.1
Two waterjet system with vessel coordinating control system for

LIPS-STICK (joystick) control
In case the vessel is equipped with a bow-thruster, the bow-thruster control is integrated in
the coordinating control system. The coordinating control system will be integrated into 1 of
the BCU cabinets.
A second main feature that can be added to the basic systems as displayed on the previous
pages is autopilot control on the main bridge station.
5.3.4
Control modes
Depending on the mission profile of the vessel and the applied machinery concept, different
operating modes may be included in the control system or are made available on customer
request. With each mode a different setting of steering and reversing is applied as function of
the control lever position. The settings are based upon pre-calculated combinatory curves.
Typical operation modes:
Transit mode: In transit mode the steering and thrust of all waterjets are set synchronous.
The steering angles set by the steering joystick are automatically limited as function of the
craft speed. The steering angles of port waterjet(s) and starboard waterjet(s) can be
scheduled independent to set different steering angles for waterjet(s) at the inward and
outward side of the vessels turning circle.
Manoeuvring mode(s): Within manoeuvring mode the steering and thrust of the waterjets
are set individually by means of the rotating steering/power lever units. The thrust set by
the levers is separated in a bucket and rpm demand which are sequentially controlled.
Coordinated control mode(s) (LIPS-STICK mode, optional): In LIPS-STICK mode the
steering and thrust of all waterjets are controlled simultaneously such that the requested
surge, sway and yaw motions are followed by the vessel. Moving the two-axis joystick in
ahead or astern direction sets the surge motion of the vessel. The transverse direction sets
the sway motion. The vessels yaw motion can be set by rotating the spring centred moment
knob. Surge, sway and yaw motions can be set individually or simultaneously. Manoeuvre
impeller rpm can be set as additional variable.
Auto-pilot mode (optional with auto-pilot delivery): In auto-pilot mode all waterjets are
steered such that the set course is followed by the vessel automatically. Autopilot mode
affects only the steering control and not the waterjet thrust control. Auto Pilot mode can
be selected or made available at the side or main display.
5.3.5
Back-up control (non follow-up control)

In case the Follow Up (FU) system fails, Non Follow Up (NFU) back-up control can be selected
by means of a push-button present at the lever. In back-up the steering and reversing is
controlled via the same lever without the use of the electric stepper motors and via separate
electronics.
In case of a FU control system failure, an alarm is given and the operator is advised to select
back-up control by a flashing indication at side display/main display (if present) and at the
lever back-up push-button.
5.3.6
Indication
Indication of steering/bucket and impeller rpm is present at the side display. For common use
these parameters are also indicated at separate overhead indicators. Loose indicator boxes
are an option. In general to comply to class rules for bridge steering indication the steering
indicator system is independent from the remote controls.
5.3.7
Anti collision (optional)

In multiple steering waterjet systems the risk of collision can exist if the distances between
the waterjets in the hull are too small for unlimited movement of the jetavators. In that case
both the follow up and non follow up system has to be extended with an anti-collision algorithm.
This algorithm continuously checks the distance between waterjets and blocks (or decreases)
the steering control of the waterjet that approaches the other.
5.3.8
Cavitation control (optional)

The allowable impeller rpm is dependent on the actual ship speed. If the impeller rpm exceeds
the allowable rpm, cavitation will occur at the impeller. This will cause damage to the impeller,
10
reducing its performance and lifetime. To prevent this, cavitation control can be added to the
controls.
If during design we notice that the cavitation margin is relatively small, Wrtsil can include
the cavitation control to ensure the waterjet unit will reach an acceptable lifetime.
5.3.9
Clutch control
The remote control system will take care of remote clutch engagement/disengagement and
interlocks of these clutches.
The clutch(es) can be operated via the side display at the main control station.
In case of a too low clutch pressure, an auto-declutch is performed and an alarm is given.
5.3.10
Prime mover control

The propulsion control system can interface with the prime mover(s) driving the propulsor.
The system will handle remote start/stop and the rpm settings. For emergency situations a
main engine emergency stop push button is present at all the levers.
A start allowance signal is going to the engine to prevent local starting when not allowed (e.g.
the clutch must be disengaged).
5.3.11
Slow down request

If status conditions of prime mover, gearbox, thrust bearing block and/or hydraulic system
require, the ships alarm and monitoring system will generate a SLOWDOWN REQUEST to
the propulsion control system to reduce the load. At a slow-down the load controller will reduce
the waterjet rpm to a predefined setting (this is an adjustable value inside the control system).
The operator has the possibility to manually override the slowdown from the remote control
stations.
5.3.12
Pump control
The propulsion control system is able to remotely start and stop electrically driven lubricationand hydraulic pumps.
In case a main hydraulic PTO-pump is present, an accompanying electrically driven pump on
the hydraulic power pack is used for start-up and shutdown of the system. At start-up this
pump is started from the remote control station and will stay on until the system is shut-down.
This is done so the electrically driven double pump will continuously pump the oil through the
oil cooler.
5.3.13
Alarming
In case of a failure in the propulsion control system, an alarm is generated and given to the
alarm system. Essential alarm signals from the remote control system to the alarm system are
hardwired potential free and normally closed contacts where as a MODBUS serial connection
provides all other alarms.
5.4
Interfaces to non propulsion machinery (external

systems)
5.4.1
Voyage Data Recorder (VDR)

From the normal control system a serial RS-422 data interface is available. The information
for the VDR is sent in a propriety string according to the NMEA-0183 standard. The data string
will contain information like which station is in control, (major) alarm active and the actual
status and feedback signals of steering, bucket and rpm.
11
5.4.2
Joystick System (JS)

The propulsion control system can interface with an (external) joystick system. The JS demands
will be followed as soon as a JS REQUEST signal is received. An acknowledge signal to the
JS system is available to indicate that the JS system is in control. The control system will give
a READY FOR JS signal when the system has no failure and is prepared for JS control. The
physical interface for the external JS systems is at the BCU cabinet (bridge). Override of the
joystick mode is available for each individual propulsor (jet) at the side or main display.
5.4.3
Integrated Automation System (IAS)

The propulsion control system can interface with an Integrated Automation System. System
status information like alarms, orders and (sensor) feedbacks can be made available. MODBUS
protocol is available for interfacing to the IAS.
5.5
Installation
5.5.1
Electrical installation
Electrical connections between cabinets, control stations, prime mover, reduction gear, alarm
and monitoring system and other systems will be indicated on project specific drawings (Cable
and Connection diagrams).
External binary, analogue or serial connections to and from other ship equipment must be
galvanically isolated from the remote control system. The signal supplier needs to isolate the
signal. Contacts are to be potential free and suitable for 500mA maximum at 24V DC. Analogue
signals are typical 4-20mA or +/-10V.
Signal cables must not be installed and routed together with (high) power cables. Minimum
distance between signal and power cables is 0.3 meters when running in parallel over more
than two meters. The propulsion control system must be earthed in accordance with
classification society requirements.
Cables connecting the different remote control system components and other equipment are
customer delivery. Also cable glands for the propulsion control unit are not supplied by Wrtsil.
Table 5.5.1.1
5.5.2
Cable types
Signal
Signal type
Cable type
Digital
On/Off (24V DC) signals
0.75 mm overall screened
Analogue
4-20 mA signals
0.75 mm screened pair
+/-10V signals (potentiometer)
Serial
RS-422 (NMEA, fieldbus)
0.75 mm screened pair
Drive
Valve driver signals
1.5 mm overall screened
Power
120/230V 500V, 50/60Hz

AC24V DC
Depends on type of power supply and length of cables,

customer to determine.
Power supply
The propulsion control system requires two separate power supplies to each control cabinet.
A main power and a backup source connection are foreseen. At the bridge control stations
so called power distribution units are present which needs 2 independent power sources as
well.
In case of a power failure of the main supply, the system switches over to the back-up supply
without interruptions and an alarm is given. The backup power source must according to
12
classification rules be executed as a battery back-up or UPS. The propulsion control system
is designed to internally work with 24V DC. The propulsion control unit is able to receive (and
convert) current from 120/230V 500V, 50/60Hz AC (single phase) and 24V DC power sources.
Optionally a separate power cabinet can be supplied with or without battery backup, for
transformation of off-standard power sources to 24V DC.
5.5.3
Mechanical installation
Remote control modules and cabinets must be installed according the project specific
installation drawings. The remote control modules (e.g . levers, displays) are suitable for desk
mounting. The control cabinets should be placed in a suitable location where the requirements
for ambient conditions like temperature, vibration and humidity are met. A reference is made
in section 5.1.1 Propulsion Control Unit.
13
6. Main Data
6.
Main Data
6.1
Waterjet dimensions and weights
Fig 6.1.1
Waterjet dimensions
Table 6.1.1
Waterjet weight and dimensions
Jet size
Inboard
length 1
Transom
flange
Outboard
length (SR)
Weight (SR)
Outboard
length (B)
Weight (B)
[mm]
[mm]
[mm]
[kg]
[mm]
[kg]
510
2285
655
1390
700
535
500
570
2495
730
1550
960
605
700
640
2865
820
1710
1400
680
1100
720
3155
920
1960
1900
765
1350
810
3550
1035
2195
2700
855
1900
910
4020
1165
2475
3700
965
2450
1000
4350
1280
2710
4600
1055
3350
1100
4735
1405
3000
6200
1165
4200
1200
5095
1535
3250
7900
1270
5700
1300
5625
1665
3520
10100
1375
6900
1400
6005
1790
3790
12000
1480
8100
1500
6370
1920
4050
14500
1585
10000
1620
6965
2075
4350
17900
1710
12500
1720
7340
2200
4655
21200
1815
15100
1880
7910
2405
5070
27800
1985
18900
2020
8530
2585
5465
32800
2135
23200
2180
9120
2790
5880
40500
2300
27700
2350
9710
3005
6325
49500
2480
33800
6. Main Data
Inboard length may vary depending on the optimized shape of the inlet duct.
7. Drawings
7.
Drawings
7.1
List of Drawings
DAAK004254 DBAC993354 -
Interface drawing reverse jet ......................................................

Waterjet selection questionnaire ................................................
7-2
7-3
7. Drawings
DAAK004254 - - Interface drawing reverse jet
7. Drawings
DBAC993354 - - Waterjet selection questionnaire
Document title:
WATERJET
selection questionnaire
Doc. no.
Rev.
Date
Template no.
DBAC993354/-
Page 1 of 2
Company Details
Company
Address
Telephone
Fax
E-mail
Contact person
__________________________________
__________________________________
__________________________________
__________________________________
__________________________________
__________________________________
General Data
Order number
Yard
New building number(s)
Owner
QMS-Number
Project Reference
Number of Vessel(s)
Operating Profile
__________________________________
__________________________________
__________________________________
__________________________________
__________________________________
__________________________________
__________________________________
__________________________________
PROJECT REFERENCE
TYPE OF CRAFT
Monohull
Catamaran
SES
Other:.
Ferry
Navy
Yacht
Other:.
Aluminium
Steel
GRP
Other:.
APPLICATION
HULL MATERIAL
7. Drawings
DBAC993354 - - Waterjet selection questionnaire
Document title:
WATERJET
selection questionnaire
Doc. no.
Rev.
Date
CRAFT DATA
L.O.A.
(m)
L.W.L.
(m)
BEAM
(m)
DRAFT
(m)
PROPULSION CONFIGURATION
ENGINE TYPE
No. OF ENGINES
MAX POWER
(kW)
MAX RPM*
CONT POWER
(kW)
CONT RPM*
No. OF WATERJETS
INLET DUCT TO BE SUPPLIED (YES**/NO)
Template no.
DBAC993354/-
TRIAL DISPL.
FULL DISPL.
DEADRISE
LCG from transom
ENGINE TYPE
No. OF ENGINES
MAX POWER
MAX RPM*
CONT POWER
CONT RPM*
No. OF WATERJETS
Page 2 of 2
(t)
(t)
()
(m)
(kW)
(kW)
*please supply RPM when no reduction gearbox is to be applied

**only applicable for Plug and Play Midsize Waterjet, types 510, 570, 640, 720, 810
PERFORMANCE
DESIGN SPEED
(kts) CONT. SPEED
MAX. SPEED
(kts) OTHER
THRUST PREDICTION (@ load)**
SPEED
(kts)
THRUST
(kN)
(kts)
(kts)
**if possible please supply datasheet (Excel) with thrust prediction
WATERJET CONTROLS
No. OF CONTROL STATIONS
CLASSIFICATION
CLASSIFICATION NOTATION
DELIVERY TIME
REQUIRED DELIVERY TIME (MM/YYYY)
SPECIAL REQUIREMENTS
CLASS
Cells are necessary for a proper Waterjet Selection
8.
8. Product Guide Attachments
Product Guide Attachments

This and other product guides can be accessed on the internet, from the Business Online
Portal at www.wartsila.com. Product guides are available both in web and PDF format. Drawings
are available in PDF and DXF format, and in near future also as 3D models. Consult your sales
contact at Wrtsil to get more information about the product guides on the Business Online
Portal.
Wrtsil Netherlands B.V.

T: +31 (0)416388115
F: +31 (0)416373162
P.O. Box 6
5150BB, Drunen
The Netherlands
waterjets@wartsila.com
www.wartsila.com
Scan this QR-code using the QR-reader application of your smartphone to obtain more
information.
9. Annex
9.
Annex
9.1
Unit conversion tables

The tables below will help you to convert units used in this product guide to other units. Where
the conversion factor is not accurate a suitable number of decimals have been used.
Table 9.1.1
Length conversion factors
Table 9.1.2
Mass conversion factors
Convert from
To
Multiply by
Convert from
To
Multiply by
mm
in
0.0394
kg
lb
2.205
mm
ft
0.00328
kg
oz
35.274
Table 9.1.3
Pressure conversion factors
Table 9.1.4
Volume conversion factors
Convert from
To
Multiply by
Convert from
To
Multiply by
kPa
psi (lbf/in2)
0.145
m3
in3
61023.744
kPa
lbf/ft2
20.885
m3
ft3
35.315
kPa
inch H2O
4.015
m3
Imperial gallon
219.969
kPa
foot H2O
0.335
m3
US gallon
264.172
kPa
mm H2O
101.972
m3
l (litre)
1000
kPa
bar
0.01
Table 9.1.5
Power conversion factors
Convert from
To
Multiply by
kW
hp (metric)
1.360
kW
US hp
1.341
Table 9.1.7
Table 9.1.6
Moment of inertia and torque conversion factors
Convert from
To
Multiply by
kgm2
lbft2
23.730
kNm
lbf ft
737.562
Fuel consumption conversion factors Table 9.1.8
Flow conversion factors
Convert from
To
Multiply by
Convert from
To
Multiply by
g/kWh
g/hph
0.736
m3/h (liquid)
US gallon/min
4.403
g/kWh
lb/hph
0.00162
m3/h (gas)
ft3/min
0.586
9. Annex
Table 9.1.9
Temperature conversion factors
Table 9.1.10
Density conversion factors
Convert from
To
Calculate
Convert from
To
Multiply by
F = 9/5 *C + 32
kg/m3
lb/US gallon
0.00834
K = C + 273.15
kg/m3
lb/Imperial gallon
0.01002
kg/m3
lb/ft3
0.0624
9.1.1
Prefix
Table 9.1.1.1
The most common prefix multipliers
Name
Symbol
Factor
tera
1012
giga
109
mega
106
kilo
103
milli
10-3
micro
10-6
nano
10-9
9.2
9. Annex
Collection of drawing symbols used in drawings
Fig 9.2.1
List of symbols (DAAE000806c)
Wrtsil is a global leader in complete lifecycle power solutions for the

marine and energy markets. By emphasising technological innovation
and total efficiency, Wrtsil maximises the environmental and economic
performance of the vessels and power plants of its customers. Wrtsil is
WRTSIL is a registered trademark. Copyright 2012 Wrtsil Corporation.
11.2012 / Bocks Office
listed on the NASDAQ OMX Helsinki, Finland.

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WATERJETS

Copyright by Wrtsil Netherlands B.V.

Wrtsil Waterjet Product Guide

First issue of PG Waterjets

Chapter "Drawings" added, main data updated

Main data updated

Wrtsil Netherlands B.V.

Wrtsil Waterjets Product Guide - a3 - 23 December 2014

Wrtsil Waterjet Product Guide

Waterjet Size Selection .......................................................................................................................

Waterjet Component Selection ...........................................................................................................

Design Considerations ........................................................................................................................

Propulsion Control System ................................................................................................................. 5-1

Main Data ..............................................................................................................................................

Product Guide Attachments ...............................................................................................................

Wrtsil Waterjets Product Guide - a3 - 23 December 2014

Wrtsil Waterjet Product Guide

Wrtsil Waterjets Product Guide - a3 - 23 December 2014

Wrtsil Waterjet Product Guide

Waterjet with steering and reversing capability

Pump impeller and shaft line

Stator bowl assembly

Wrtsil Waterjets Product Guide - a3 - 23 December 2014

Wrtsil Waterjet Product Guide

Jetavator and reversing equipment

Wrtsil Waterjets Product Guide - a3 - 23 December 2014

Wrtsil Waterjet Product Guide

Thrust bearing block

Sectional view of thrust

Wrtsil Waterjets Product Guide - a3 - 23 December 2014

Wrtsil Waterjet Product Guide

Lubricating oil tank for a booster waterjet

Hydraulic power pack

Wrtsil Waterjets Product Guide - a3 - 23 December 2014

Wrtsil Waterjet Product Guide

Wrtsil axial waterjet technology

Non-axial vs axial dimensions

Average 10% higher shaft speed = 10% less torque

Wrtsil Waterjets Product Guide - a3 - 23 December 2014

Wrtsil Waterjet Product Guide

Wrtsil Waterjets Product Guide - a3 - 23 December 2014

Wrtsil Waterjet Product Guide

Inboard hydraulic system

Shock proof fast crash stop jet for Naval use

Wrtsil Waterjets Product Guide - a3 - 23 December 2014

Wrtsil Waterjet Product Guide

360 degree rotatable jet

Standard scope of supply

Wrtsil standard supply layout

Lubricating and cooling set

Hydraulic power pack

Impeller shaft assembly

Other scope of supply can include:

Waterjet inlet duct

Wrtsil Waterjets Product Guide - a3 - 23 December 2014

Wrtsil Waterjet Product Guide

Shaft connection between jet and gearbox

Not in scope of supply of Wrtsil

Wrtsil Waterjets Product Guide - a3 - 23 December 2014

Wrtsil Waterjet Product Guide

2. Waterjet Size Selection

Waterjet Size Selection

Wrtsil Waterjets Product Guide - a3 - 23 December 2014

2. Waterjet Size Selection