MPS 2017 LR

MARINE
PRODUCTS AND SYSTEMS

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

Contents
Introduction .................................................................................................................... 03
Ship design........................................................................................................................ 04
Propulsion systems.................................................................................................... 24
Diesel and gas engines........................................................................................... 34
Gas turbines...................................................................................................................... 60
Propulsors
• Azimuth thrusters.................................................................................................. 66
• Propellers...................................................................................................................... 78
• Waterjets....................................................................................................................... 84
• Tunnel thrusters....................................................................................................... 92
• Promas............................................................................................................................ 98
• Podded propulsors................................................................................................ 104
Reduction gears............................................................................................................ 112
Stabilisation and manoeuvring
• Stabilisers...................................................................................................................... 116
• Steering gear.............................................................................................................. 124
• Rudders.......................................................................................................................... 134
Deck 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 ships,
with support provided by our global service network.
Commercial marine
We are active both in exploration/production and supply/service sectors,
supplying systems that range from facilitating seismic research to
keeping a rig safely in position. Our UT-Design vessels are an industry
benchmark – over 700 are now in service or in build. Advanced designs
that benefit from the integration of new technologies required for
successful exploration and operation in deeper and more hostile
waters.
Equipment and systems are also supplied for vessels in the merchant
market, ranging from luxury yachts and cruise ships to ferries and
tugs. Rolls-Royce leads the sector in environmentally friendly LNG
propulsion solutions.
Naval
Our experience in naval propulsion spans over 50 years for both
surface ships and submarines. We have developed the MT30, the
world’s most powerful marine gas turbine at sea, powering the U.S.
Navy’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 hull 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, anchor-handling/tug/supply vessels, multipurpose
service vessels and other specialised vessels.
Platform supply vessels/multi-purpose service vessels (PSV/MPSV)

The UT range of platform supply vessel provides excellent seakeeping
capabilities with optimised operational cost versus cargo capacity and
flexibility. The range reflects the changes in regulations regarding the
transport 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 crane, ROV systems, moonpool and/or winches.
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-frame and / or subsea cranes with heave compensation
• Multiple ROV systems
• Moonpool(s)
• SPS notation
• Helideck
• Dynamic positioning, 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 winch 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
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 boat and survivor handling systems available
• Helicopter 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
Wind 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 gangway 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
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
helicopters 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
• 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 rope 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.

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
• Optimum motion characteristics for both crew comfort, helicopter and
diving operations
• Easy built hull form/accommodation module with a min. of curvatures.
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

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
• Rolls-Royce redundant thruster solution for the maximized DP capability
• Wide range of customised module handling towers.
• Crane(s) with backback or winch system(s) below deck
• Crane(s) with fiber rope or wire
• Optimum motion characteristics
• High pay load / deck load capacity
• Easy built hull form/accommodation module with a minimum of curvatures.
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.

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
• Delivered with both vessel integrated topside hangar, or standalone derrick
• Optimum motion characteristics for minimised accelerations
• Easy built hull forms/accommodation modules with a min. of curvatures.
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 Draft (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:

• 1500 m3-7500 m3 hold capacity
SHIP DESIGN
• Movable bulkheads
• RO fresh water 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 stern trawlers range from small and compact wet fish
trawlers to large and powerful factory freeze trawlers. The vessels can
be arranged with hydraulic or electric deck machinery.
• 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 engine : 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
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 •D iesel 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
• 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 petroleum 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.
NVC 605 CT
SHIP DESIGN
Length : 99.90 m • Tanker for transporting chemical and
Breadth : 17.20 m petroleum products
Draft (max) : 6.20 m • Stainless steel cargo tanks, closed deck
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 top priority for the shipowner? Is
it speed, fuel consumption or through life costs, and what is
the expected life of the vessel? These and many other factors
impact on the investment decision and the value it represents.
As Rolls-Royce has such a wide range of Bergen and MTU

engines and propulsion products they can be packaged into
systems that accommodate most customer preferences, and
are then tailored to the exact user requirements. These systems
can then be inserted into our own or other ship designs to
speed up the design and build process. This leaves the Naval
Architect free to concentrate on the all import look and
operation of the ship.
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 azimuth thruster
• 2 x Super Silent tunnel thruster
• 2 x gas generator sets
• 2 x diesel generator sets
• Automation and control systems
• Dynamic positioning system
Anchor-handling/tug/supply vessels (AHTS)

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

• Propulsion control systems
26
PSV
PROPULSION
SYSTEMS
AHTS
Drillship
27
Seismic vessels
A seismic research vessel equipped with a flexible hybrid propulsion
system comprising:
• 2 x reduction gears with shaft generator
• 2 x rudders and steering gear
• 1 x tunnel thruster
• 2 x propulsion engines
Subsea vessels
A subsea construction vessel equipped with diesel- electric propulsion
system comprising:
• 2 x pulling azimuth thrusters

• 1 x CP propeller
• 1 x reduction gear
• 1 x retractable azimuth thruster
Shuttle tankers
A shuttle tanker equipped with hybrid propulsion system comprising:
• 1 x CP propeller
• 1 x rudder and steering gear
• 2 x retractable azimuth thruster
• 1 x propulsion engine with shaft generator
28
Seismic
PROPULSION
SYSTEMS
Subsea
Shuttle tanker
29
Platforms and rigs
A drilling rig equipped with:
• 8 x azimuth underwater mountable thrusters

Other specialised vessels

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

A coastguard vessel equipped with a hybrid diesel- electric propulsion
system comprising:
• 2 x reduction gear with a shaft generator
• 1 x tunnel thruster
• 2 x diesel propulsion engines
Fishing vessels
Rolls-Royce provides a wide range of propulsion systems for fishing vessels.
Depending on the vessels operational profile and 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
• 1 x diesel propulsion engine
• 1 x diesel generator set
• Power electric system
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
Ferries
A double ended ferry 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
Passenger ships
A ropax vessel with mechanical hybrid gas propulsion system
comprising:
• 2 x Promas integrated propeller and rudder systems

• 2 x gas propulsion engines
• 2 x rotary vane steering gear
• Fin stabilisers
• Propulsion control and integrated automation system, including gas
safety and monitoring
32
PROPULSION
SYSTEMS
33
Ferry
Tug
Ro-Pax
DIESEL AND GAS ENGINES
Diesel and gas engines

Rolls-Royce, with the MTU and Bergen diesel engine ranges is
a leading designer and developer of high and medium speed
diesels, gas engines and generator sets. Since 1946 we have
developed and installed thousands of units, meeting the
requirements of ship owners and land-based installations for
robust, reliable and economical power. In the 1980s we developed
our lean burn combustion system and applied it to engines
using various types of gas as fuel. This has been further refined
on our latest gas engines, providing leading thermal efficiencies
with high power density and low emissions.
As the marine industry is increasingly turning towards burning

natural gas for propulsion, Bergen gas engines have built an
unrivalled track record in powering ships, and reducing exhaust
emissions of carbon dioxide, NOx, SOx and particulates.
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 marine
propulsion and auxiliary duties. The B32:40 and C25:33 ‘Clean Design’ diesel
engines meet IMO Tier II requirements without additional off-engine clean
up. The B35:40 and C26:33 gas engines have NOx emissions lower than the
strict Tier III limits with lower CO2 equivalent emissions.
Bergen gas engines have been in marine service for seven years. Vessels
as diverse as roro ships, feed supply vessels, ferries, tugs and offshore
supply vessels are now in-service or on order with Bergen gas engines.
Gas tanks and the gas supply system to the engine are established
technology, within the Rolls-Royce scope of supply.
For many applications the gas engine is becoming a natural choice. CO2
equivalent emissions are reduced by 22 per cent compared with engines
burning liquid fuel, NOx emissions are cut by 92 per cent, while emissions
of SOx and particulates are negligible. The design of the Bergen C26:33
cuts methane slip to very low levels.
SCR Systems can be included into Rolls-Royce scope of supply.
NOx emission for Bergen engines
Note : D
ue to continuous development, some data may change without notice.
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

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 : D
ue to continuous development, some data may change without notice.
37
Bergen marine engines
Bergen diesel and gas engine are supplied either for mechanical
transmission driving a propeller through a reduction gear, or as complete
generating sets for electric propulsion or power generation. For marine
gas engine installations we supply gas handling and storage systems
together with a full range of equipment to provide a complete propulsion
system solution.
B33:45 L-series:
Available in 6, 7, 8 and 9 cylinder in-line versions. Power per cylinder is 600kW.
All have a bore of 330mm with a 450mm stroke and runs at 450-750rpm as
a marine propulsion engine on propeller law or 720/750rpm for 60/50Hz
generator set drive. The power range is 3600 - 5400 kW at 720 or 750 RPM.
B32:40 L and V-series:

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

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

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

propulsion systems can be
designed and supplied.
38
Engine type
B32:40V16P
B32:40V12P
Marine engine product range

B33:45V12P
B33:45L9P
Liquid fuel
B33:45L8P
Engine type
B33:45L7P
B32:40V16P
B33:45L6P
B32:40V12P
C25:33L9P
B33:45V12P
C25:33L8P
B33:45L9P
C25:33L6P
MW
B33:45L8P 0 2 4 6 8 10
B33:45L7P
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*
C26:33L9PG
*Subject 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 o
C 90 90 90
*MDO operations.
Dimensions given apply for rigidly mounted engines with wet sump. Dry sump can be supplied
upon request.
Front end P.T.O. can be delivered upon request.
40
Bergen B32:40V


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
C 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
Bergen B33:45L
Cylinder diameter 330mm. Piston stroke 450 mm.

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
C 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


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
Engine speed r/min 900/1000 900/1000 900/1000
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
C 90 90 90
43
Bergen B35:40L

B35:40L8PG* 5430 6423 3898 1955 40000 kg
B35:40L9PG 5950 6943 3897 2042 44800 kg
Technical data
Engine type B35:40L8PG* B35:40L9PG
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
Specific energy consumpion kJ/kWh 7550 7550
C 90 90
* Subject to approval prior to sales
44
Bergen B35:40V


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
C 90
* Fuel gas inlet only available at the flywheel end.
45
Generating set - Liquid fuel
Bergen C25:33L
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
Engine speed r/min 900/1000* 900/1000* 900/1000*
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
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
C 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
Bergen B32:40V

Weights dry
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
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
Specific fuel consumpion g/kWh 183/184 183/184
C 90 90
Engine ** Engine and foundation

Dimensions given apply for resiliently mounted engines. Choice of alternator may effect the given
47
Bergen B33:45L
Weights dry
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
C 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
48
Generating set - Gas
Bergen C26:33L

Weights dry
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
Engine speed r/min 900/1000 900/1000 900/1000
Frequency hz 60/50 60/50 60/50
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
Mean effective pressure (BMEP) bar 18.5 18.5 18.5
Specific energy consumpion KJ/kWh 7550 7550 7550
C 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
Bergen B35:40L
Weights dry
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
Frequency hz 60/50 60/50
Specific energy consumpion KJ/kWh 7550 7550
C 90 90
* Subject to approval prior to sales. Engine** Engine and foundation

50
Bergen B35:40V

Weights dry
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*
Frequency hz 60/50 60/50
Specific energy consumpion KJ/kWh 7475 7500
C 90 90
*Available for marine applications upon request. Engine** Engine and foundation
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

concepts, and incorporate acoustic improvements.
MTU series built engines and generator sets for marine

commercial and yacht 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
4000
3000
2000
2500
1000
4500
3500
1500
500
60
2000
Engine Series
396
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
9000
6000
8000
5000
7000
8500
6500
4500
5500
7500
1D - Diesel engines for fast vessels with intermittent load factors

Average load: ≤ 60 % of rated power; Rating definition: ICFN, fuel stop;
1DS - Diesel engines for fast vessels with low load factors
Average load: ≤ 60% of rated power; Rating definition: ICFN, fuel stop;
* MTU application groups (page 6-9) only indicate which MTU diesel
engine suits your demands best. For your type of vessel, you can also
choose engines from other MTU application groups than stated in the
selection guideline.
55
Power range
Marine and offshore service & supply
Marine on-board power generation, diesel-electric drives and
generator sets:
Engine power in kW
1000
1500
500
Engine Series
60
2000
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
3000
2000
2500
1500
3A/3B - Diesel engines for onboard power generation and

diesel-electric drive
Continuous operation 50 Hz; Rating definition: ICXN, 10% overload
capab.
Continuous operation 60 Hz; Rating definition: ICXN, 10% overload
capab.
MTU application groups (page 6-9) only indicate which MTU diesel
engine suits your demands best. For your type of vessel, you can also
choose engines from other MTU application groups than stated in
the selection guideline.
57
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 %

(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 navies use our
marine gas turbines and are benefiting from our ongoing investment
that brings the latest aero technology to the marine market.
AG9140 generator set

The AG9140 uses the 501-K34 gas turbine, derived from T56 that powers
the C130 Hercules, and is the US 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 •M echanical starter for black
• Local or remote control ship start
• MIL-G-22077 qualified • F ull Authority Digital
• Shock tested to MILS-901D Control (FADC)
Technical data
Power (kW) Weight (kg) Dimensions (m) Turbine Generator
LxWxH speed speed (rpm)
(rpm)
3000 29710 8.66 x 2.38 x 3.38 14600 1800
(ratings at sea level with 5” and 10” exhaust losses, 40% relative humidity, 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 • L ocal or remote control
MIL-S 901D shock • F ull Authority Digital
• Electric start Control (FADC)
• Minimal structural •N o post shutdown restart
borne noise restrictions
Technical data
Power (kW) Weight (kg) Dimensions (m) Turbine Generator
LxWxH speed speed (rpm)
(rpm)
3900 51392 9.73 x 3.11 x 4.36 14600 1800

4300 (int)
(ratings at sea level with 6” inlet and 10” exhaust losses, 40% relative humidity, 100ºF inlet
temperature, enclosure ventilation, and generator and gearbox losses)
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 •M ember of the AE engine family,
• Capable of meeting the over 4,500 delivered with 48
requirements of hovercraft and million plus operating hours
ship propulsion • L ow-cost performance upgrades
• Shares common core architecture available for more power or
with the AE1107C aero engine extended life
Technical data
Power Weight Length Diameter Turbine speed
(MW) Unpackaged (mm) (mm) (rpm)
(kg)
4-5 441 1500 877 15000
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
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:
2000 - 3700kW
UUC Type
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 aft
propeller regains some of the energy losses in the stream as well as
significant rotational losses, therefore there is a lower installed power
requirement that can release space on board and lowers fuel consumption.
Contaz units have a range of stem lengths and are ideal for passenger/
car ferries and vessels requiring high propulsive efficiency, i.e. low fuel
consumption.
Model variations
• Each unit custom designed to
suit the vessel
• Select from a wide range of
stem lengths
• Reduction ratios optimised for
application
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
US 105-P9 720 1000 - 1800 6 24 - 25 1500

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

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

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

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

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

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

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

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

4000
For performance predictions please contact Rolls-Royce.
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
191kN at Monoblock AFE or

AZ-PM 1900 500 - 1100 0knot 239 1900 /FP CW/CCW 12-pulse
drive
AFE or
AZ-PM 2600 1100 - 2600 411kN
0knot
at 187 2600 Monoblock
/FP CW/CCW 12-pulse
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 course stability. Azipull units also allow the aft end of the hull
to be optimised for minimum resistance and simplified construction.
Model variations
• All Azipull units are available
with CP or FP propellers and
can be delivered with remote
control systems.
• 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
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 shipyards
• 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.
73
Underwater mountable
thrusters
A robust, heavy-duty L-drive azimuth thruster specifically designed for
extended and reliable DP operation on offshore rigs and drillships.
Compact construction affords advantages for mounting at the shipyard
and during maintenance. UUC models have two ways of connecting
the lifting wires for underwater removal and mounting. From inside the
ship to the thruster flange or externally to the lifting lugs on the thruster
flange.
Technical data
Thruster type MCR Input Speed Prop. Dia (m)
(kW) (rpm)
3.0
UUC 305 3200 720
3.2
3800 720
UUC 355 3.5
4000 750
4600 720
UUC 405 3.8
4800 750
5200 720
UUC 455 4.1
5500 750
4.2
UUC 505 6500 600
4.5
74
Retractable thrusters
The retractable range uses components from the
Rolls-Royce standard azimuth thruster range and
provides fast hydraulic lifting and lowering of the
unit, enabling it to retract into the hull when not
in use, reducing the 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
Technical data ULE

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

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

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

hull module carrying all the lifting,
locking, steering and transmission
systems. This weld-in module has a
small footprint and can be trimmed by
the yard to suit the installation. The yard
provides the rest of the garage so it can
PROPULSORS
be designed to match the hull lines.
Features
• High bollard pull
• Integral hull mounting module
• CP or FP propellers
Technical data
Unit type Max. Input Weight (kg)
power speed
(kW) (rpm) Thruster w/ + Hull
steering gear module
TCNS/C 075 750 - 1000 1500 - 2000 11100 5100
TCNS/C 100 1665 - 2000 1500 - 1800 19400 9700
77
PROPULSORS
Propellers
Rolls-Royce is a world leader in propeller design and supplies
controllable pitch propellers, fixed pitch propellers, and the
innovative adjustable bolted propeller. Unlike other propulsor
designers we have our own hydrodynamics research centre,
equipped with two cavitation tunnels. In over 40 years of
operation the centre has tested around 1,400 propellers and
waterjet pumps to perfect and prove the design. Rolls-Royce
propellers deliver good fuel economy, low vibration and noise
levels and minimal cavitation.
79
Controllable pitch propellers
A wide range of hub sizes is available for powers from around 500kW
up to 75MW for both four and five bladed propellers.
The Kamewa CP-A controllable pitch hub is an evolution of XF5 system,

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

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

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

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

supplied with four,
five and six blades.
Rolls-Royce provides a complete package

• Custom designed for the vessel
• Monobloc and fixed bolted propellers of moderate or high-skew designs
for both open and nozzle applications
• Shafting with stern tube, bearing, seals etc
• SKF Propeller sleeve mounting, if required
• Full shaft calculations, including whirling and alignment
• Performance guarantees
• Promas optimised
SKF propeller sleeve mounting

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

5 Blade ABP. only hand tools.
83
Courtesy of Austal
Waterjets
PROPULSORS
The waterjet has many advantages over a propeller. The very high
efficiency of the Kamewa waterjet pumps offer higher speeds
for the same power or substantially lower fuel consumption at a
constant speed with less power.
Waterjets also give the engine an easier life. At constant rpm the
waterjets absorb approximately the same power regardless of
the 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
Zero
PROPULSORS
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
boats 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:
• Smaller passenger ferries
600 1800
• Rescue crafts
67 2000 • Smaller naval craftss
• Wind farm support vessels
91
PROPULSORS
Tunnel thrusters
The tunnel thruster is designed to provide side force to the ship
to enhance manoeuvring capability in port or additional station
keeping power when dynamic positioning. Versions specified
should be matched to the vessel application. All are available
with CP or FP propellers, and for ships requiring maximum
passenger comfort, we have the ‘Super Silent’ range. A system
normally consists of the thruster unit with tunnel, hydraulic
equipment, remote control and electric drive motor with starter.
93
Tunnel thrusters
Users can select from eleven diameters
and four different models, in
each size designed to suit
a specific application.
AUX: Standard type for auxiliary

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

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

26.8 - 32.0 1465 - 1755 465 - 556
1100 CP 290 - 340 260 - 310 Diesel
1300 CP 495 - 595 445 - 535 El. motor
26.5 - 31.8 1470 - 1760 390 - 467
1300 CP 435 - 520 390 - 475 Diesel
1300 FP 26.5 - 31.8 1470 - 1760 390 - 467 390 - 500 350 - 450 El. motor
1650 CP 1180 - 1770 720 - 865 645 - 780 El. motor
27.0 - 32.3 312 - 374
1650 CP 1475 - 1770 630 - 760 570 - 685 Diesel
1650 FP 27.0 - 32.3 1180 - 1770 312 - 374 600 - 720 530 - 640 El. motor
1850 CP 24.2 - 32.7 1180 - 1770 250 - 337 880 - 1050 700 - 950 El. motor
1850 CP 27.2 - 32.7 1475 - 1770 281 - 337 780 - 930 700 - 840 Diesel
1850 FP 24.2 - 32.7 1180 - 1770 250 - 337 620 - 860 550 - 770 El. motor
2000 CP 25.6 - 32.8 980 - 1480 245 - 313 1030 - 1400 925 - 1200 El. motor
2000 CP 25.6 - 32.2 1180 - 1480 245 - 307 905 - 1040 815 - 1025 Diesel
PROPULSORS
2000 FP 25.6 - 32.8 980 - 1480 245 - 313 830 - 1150 730 - 1050 El. motor
2200 CP 880 - 1190 225 - 276 1150 - 1510 1050 - 1355 El. motor
26.2 - 31.8
2200 CP 980 - 1190 228 - 276 1020 - 1325 925 - 1190 Diesel
2200 FP 26.2 - 31.8 980 - 1190 228 - 276 750 - 1200 680 - 1070 El. motor
2400 CP 1550 - 1910 1400 - 1720 El. motor
26.6 - 32.3 980 - 1190 211 - 257
2400 CP 1320 - 1680 1180 - 1510 Diesel
2400 FP 26.6 - 32.3 980 - 1190 211 - 257 1100 - 1600 980 - 1500 El. motor
2650 CP 26.9 - 31.6 194 - 228 2050 - 2400 1850 - 2160 El. motor
880 - 980
2650 CP 28.3 - 31.6 204 - 228 1892 - 2110 1700 - 2000 Diesel
2650 FP 26.9 - 31.6 880 - 980 194 - 228 1260 - 1520 1120 - 1350 El. motor
2800 CP 2380 - 2650 2140 - 2385 El. motor
29.2 - 32.5 880 - 980 199 - 222
2800 CP 2090 - 2330 1880 - 2095 Diesel
2800 FP 29.2 - 32.5 880 - 980 199 - 222 1630 - 1800 1450 - 1600 El. motor
3000 CP 25.9 - 32.1 710 - 880 165 - 204 2450 - 3000 2200 - 2700 El. motor
3000 CP 26.8 - 32.1 735 - 880 171 - 204 2210 - 2640 1990 - 2370 Diesel
3000 FP 25.9 - 32.1 710 - 880 165 - 204 1750 - 2150 1520 - 1880 El. motor
3300 CP 25.7 - 31.9 710 - 880 149 - 185 2700 - 3700 2700 - 3330 El. motor
3300 CP 26.6 - 31.9 735 - 880 154 - 185 2730 - 3250 2450 - 2930 Diesel
3300 FP 25.7 - 31.9 710 - 880 149 - 185 2100 - 2850 1850 - 2500 El. motor
95
Super Silent type
The Super Silent (SS) tunnel thruster
has a modified hydraulic power
pack for low noise. It has double
walls through the full tunnel
length and a flexibly mounted
inner tunnel.
Key features:
• Reduced tip speed
• Noise reduction of up to 10 dB
compared to standard design
• Reduction of up to 25 dB can
be reached in combination with
floating floors and other measures
by shipbuilder
Technical data
Thruster type Dia. Motor Propeller Max power
(mm) (rpm) output (rpm) (kW)
TT1850 SS 1850 1180 289 800
TT2000 SS 2200 800 225 1205
TT2200 SS 2200 1190 242 1150
TT2400 SS 2400 1190 230 1500
TT2400 SS 2800 880 119 2140
96
Permanent magnet
The Permanent magnet tunnel thruster (TT-PM)
is the latest tunnel thruster design from
Rolls-Royce and has been engineered
with reliability and through life costs
as the focus. Using permanent
magnet motor technology
increases efficiency and makes
the installation more compact,
only the variable frequency drive unit
is housed in the thruster room, freeing up
space on board. It also simplifies maintenance
as the patented mount means units can be removed
and replaced without drydocking. PM thrusters are currently available in
two sizes with powers of 1,000 and 1,600 kW. These thrusters have been
developed for the most demanding applications such as DP.
Key features:
• Efficient and space saving PM technology
• Fast response times to full power
PROPULSORS
• Rugged design with high reliability
• Equal thrust in both directions
• Patented resilient mounting system reduces noise and vibration,
simplifies tunnel fabrication and removal/installation
• Oil filled stator for superior cooling and protection
• Robust centre shaft carries all propeller loads
TT-PM thrusters are resiliently mounted in the tunnel to minimise noise and vibration.
Installation and removal can be carried out without drydocking the vessel.
Technical data
Thruster Dimensions Weight Performance Hull
type (mm) (kg) mount
Prop. Tunnel Thruster Connection Total dry Power Max Prop.
Dia Dia Dia & mounts weight MCR thrust type
(kW) (kN)
TT PM 1600 2180 7250 1957 11730 1000 146 Mono 8 x rubber

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

2000 FP bushings

97
98
PROPULSORS
Promas
Promas offers increased propulsive efficiency and improved
manoeuvrability by adapting the propeller and rudder into one
propulsive unit. It is suitable for conventional single and twin
screw ships.
Each installation comprises a twisted full spade rudder with

a Costa bulb that is smoothly connected to the propeller by a
hubcap, and a propeller design adapted to the rudder.
A well designed twist adapts the rudder to the rotation of the

propeller slipstream and reduces the angle of attack on the
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%
∆PD[%]
-4%
-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%
∆PD[%]
-4%
-6%
Promas
-8%
-10%
-12%
14 15 16 17 18 19 20 21 22
Ship speed (kn)
101
Improved manoeuvring at low speed
At low speed manoeuvring ie. harbour manoeuvring, a maximum side
force and a maximum rudder drag is important. The graph below shows
the non-dimensional lift against rudder angle for a single screw vessel.
Rudder lift vs. rudder angle - bollard pull

(equivalent to low speed manoeuvring)
0.7
0.6
0.5
0.4
C2[-]
0.3
0.2
0.1
0.0
0 10 20 30 40 50 60 70
Rudder angle (deg)
102
Promas Lite
Promas Lite is a version of the successful Promas system that can be

easily fitted to vessels already in service. The installation is simple with
only three areas of modification:
• Welding a prefabricated bulb in position on the existing rudder
• Bolting the hubcap to the propeller hub
PROPULSORS
• Fitting of a new propeller or reblading the original one
Improving propulsive efficiency is key to reducing fuel burn and

emissions. Promas Lite installations on vessels operating significantly off
their original design speed should provide an efficiency improvement
in the region of 5 – 15 per cent. Recent installations on twin screw
cruise vessels have demonstrated efficiency improvements within
these guidelines giving a payback period of well under two years. The
improvement it delivers in propulsive efficiency means that engine
loads are reduced, which also helps to lower wear and tear on the
engine.
Key features:
• Reduced fuel consumption of • Short payback time
between 5 – 15 per cent • Simple and quick installation
• Lower exhaust emissions (7 – 10 days)
Before installation. After installation.
103
PROPULSORS
Podded propulsors
The Rolls-Royce electrical pods, type Mermaid have steadily
evolved over the last decade. The range offers five fame sizes
from 1,850mm to 2,770mm motor stator diameter, with five
powers from 5 to 27MW. Advances in design have increased
the power density, which means for a given power the pod
diameter can be reduced allowing a more streamlined form
for the underwater unit for improved efficiency. Both induction
and syncronous motors are offered. For ice-going vessels
induction motors are normally specified due to their good
torque characteristics at low speed. The application of Mermaid
pods is not restricted to passenger vessels or ice going ships.
Underwater mountable units are available for rigs, and Mermaid
pods are also powering naval vessels.
105
Podded propulsors
Mermaid pods offer flexibility in vessel design and machinery layout.
They combine the functions of a propulsion motor, main propeller,
rudder and stern thruster in a single unit. The integrated electric motor
drives the shaft, saving space on board and eliminates the need for
a gearbox.
The propeller is a fixed pitch high skew design for low noise and vibration.
It can be supplied as a monobloc or with separately bolted blades, that can
be simply changed in the event of damage. All seals are environmentally
friendly, with no oil release in the event of a failure.
Key features:
• Powers from 5 to 27MW • E nvironmentally friendly sealing
• Synchronous motor with arrangement
brushless excitation, or •R emote controlled brake and
induction motor locking unit
• Excellent manoeuvring •P ulling azimuth unit for maximum
capability propulsive efficiency.
• Flexible machinery arrangement
with simpler machinery
installation
• High efficiency with low noise
and vibration
Technical data
Standard Power Power Shaft Weight Prop. dia. Speed
Mermaid Synchronous Induction speed (t) (m) (knots)
sizes motor (MW) motor (rpm)
(MW)
185 6 - 11 6 - 11 110 - 210 70 - 115 3.6 - 5.4
210 8 - 16 8 - 16 105 - 195 110 - 155 4.1 - 5.9
232 11 - 20 11 - 20 100 - 180 145 - 190 4.5 - 5 Up to 24
250 13 - 23 13 - 23 95 - 170 185 - 220 4.9 - 7
277 15 - 27 15 - 27 90 - 160 210 - 270 5.4 - 8.0

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

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

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

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

Up to 16
3.6 - 5.2 950 - 1750
111
REDUCTION GEAR
Reduction gears
The Rolls-Royce reduction gear range is of the proven single-
input single-output design with built-in clutch and thrust
block. They have a variety of power take-offs that enable large
shaft generators to be driven, and electric motors to feed in
power for get-you-home propulsion or as part of a hybrid
system. Power, torque and shaft offsets correspond to current
and anticipated market demands in terms of engine power/
speed and propeller revolutions for a wide range of vessels.
Large reduction ratios allow for all popular medium speed
engines and give slow and efficient propeller speeds. They can be
specified with one-step reduction up to 6.1 - 6.3 and two-step
reduction with max. ratio up to 12:1.
113
GHC type: max. torque output - 90 to 950 kNm
•A vailable with a range of both vertical and horizontal shaft offsets
• F our configurations can be specified:
• Standard GHC
• P – with primary
(power take in/off) PTI/PTO
• S – with secondary PTO
• SC – with secondary
PTO and clutch
Technical data
Technical data GHC GHC-P GHC-S (C)
Max. torque in (kNm) 23 - 275 23 - 275 23 - 275

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

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

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

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

Propulsion Not system design system design
2 OK OK
+ PTO possible and DP and DP
requirements requirements
Propulsion Not
3 OK OK OK OK
+ PTI possible
Not Not
4 PTI only OK OK OK
possible possible
Not Not Not
5 PTO only OK OK
possible possible possible
115
STABILISATION AND
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.
Technical data
Model Max. Fin Maximum dimensions (m) Weight*
Area (m2) (kg)
A B C
NR22 1.9 - 4.8 1.30 1.35 2.26 6800 - 12200
NR26 5.0 - 6.5 1.30 1.70 2.82 14400 - 18600
NR30 7.0 - 9.0 1.50 1.88 3.00 21100 - 26600
NR35 9.5 - 12.0 1.75 1.95 3.55 29900 - 36720
NR41 13.0 - 16.5 2.00 2.20 4.10 42400 - 52100
*Weights shown include the hull plates
118
Gemini
The compact and ruggedly designed Gemini range is supplied with
a plain high performance fabricated fin and is suitable for commercial
vessels and government/military applications where Milspec requirements
are not required. It can be supplied with or without hull plate to allow
a balance of cost against ease of installation.
C
STABILISATION AND
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
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.
Technical data
Model Max. Fin Maximum dimensions (m) Weight
Area (m2) (kg)
A B C D
A25 1.06 - 2.05 2.44 3.77 4.37 3.14 9700 - 10800
A50 1.82 - 3.51 3.19 4.94 5.54 4.66 19300 - 20800
A100 4.21 - 5.78 3.99 6.18 6.78 5.00 35500 - 40200
120
Neptune
The Neptune one-piece fin is built of fabricated materials, with a modified
NACA section to maximise lift properties and minimise drag.
STABILISATION AND
MANOEUVRING
Technical data
Model Max. Fin Maximum dimensions (m) Weight
Area (m2) (kg)
A B C D
N200 5.45 - 7.48 4.54 6.68 7.28 5.6 44000 - 52000
N300 7.00 - 9.62 5.14 7.54 8.14 6.31 67500 - 78100
N400 9.42 - 12.95 5.97 8.71 9.31 7.29 90000 - 102500
N500 12.5 - 17.19 6.88 9.96 10.56 8.37 127000 - 142000
N600 16.24 - 22.33 7.84 11.35 11.95 9.99 190000 - 209000
121
Stabilisation-at-rest
The stabilisation-at-rest system uses the proven and reliable Aquarius
and Neptune ranges of retractable stabilisers. The system is ideal for
medium to large yachts and is the 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
Aquarius stabilisation at rest stabiliser
STABILISATION AND
D
MANOEUVRING
Technical data
Model Max. Maximum dimensions (m) Weight
Fin Area (kg)
(m2) A B C D
Aquarius A25 4.0 2.44 3.77 4.37 3.14 13000

A50 4.79 - 6.1 3.19 4.94 5.54 4.66 24000
A100 8.0 - 9.0 3.99 6.18 6.78 5.00 42000
Neptune N200 9.0 - 12.0 4.54 6.60 7.20 5.60 50000
N300 15.0 5.14 7.5 8.1 6.35 75000
123
Steering gear
STABILISATION AND
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
actuator, which lessens the need for piping work on board a vessel.
Full frequency control means the pumps and motors are only running
when a steering command is given, this reduces the amount of heat
generated and leads to cleaner hydraulic system, improving the lifetime
of components.
Key features:
• Compact •A vailable with steering control
• Low weight and rudder angle indicators as
• Easy installation one complete system
• Easy maintenance •B uilt-in rudder carrier
• High positioning accuracy •P olymer sealings internally for
• No external moving parts optimal tightness
• Up to 700rudder angle • S imple and robust components
Technical data
Type Std. rudder stock Max working Max working
diameter (mm) pressure (bar) torque (kNm)
SR562L 120 54 16
SR562 160 133 40
SR622 200 125 70
SR642 240 125 110
SR662 280 125 170
SR722 300 125 275
SR723 320 125 412
SR742 340 125 433
SR743 360 125 650
126
Fact Sheet
Fact Sheet
Advantages of Rolls-Royce FCP system Frequency controlled pumps

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

the actuator.
rudder command signal operates the
signalTheoperates the with thesystem.
interfere
system.
operation of the other
B
B
C
C
C
STABILISATION AND
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
Type stock working working rudder approx radial axial [mm] [mm] [mm]
Std. rudder Max Max Max mech Weight Max Max Depth A Height B Width C
stock dia [mm] working
working pressure [bar]rudder
torque [kNm]approx
angle [deg]radial [kg] load [kN] [mm]load [kN]
axial [mm] [mm]
dia [mm] pressure
SR562L– FCP [bar]
120 torque [kNm]
54 angle [deg]
16 [kg]
2x61.0 load [kN]400 load [kN]175 104 1230 390 900
SR562L– FCP SR562
120 – FCP 54 160 16 133 2x61.0 40 4002x61.0 175 400 104 175 1230 104 390 1230 900 390 1150
SR562 – FCP SR622
160 – FCP 133 200 40 125 2x61.0 70 4002x72.0 175 620 104 400 1230 200 390 1210 1150 675 980
01.Steering-2 of 2-27.06.08
Max mechanical 125 240

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

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

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

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

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

2 x 72 1800 700 354
2 x 72 2750 855 370
2 x 44 2800 855 370
2 x 72 3700 1400 480
2 x 44 3750 1400 480
127
RV/IRV series
The RV series of steering gear is suitable for large and medium sized
vessels and is available with 2, 3 and 4 vane options. A dual, submerged
pump powerpack simplifies installation as no expansion tank is needed.
Modulated flow control gives a soft start and precise control for small
rudder movements. The IRV series incorporates a double sealing system,
completely separating the actuator into two individual pressure systems.
Automatic isolation of the 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
fam type rudder mech. working torque working retical retical WT
stock rudder pressure theoretical torque loss loss (kNm)
diameter angle (*) (bar) (kNm) (kNm) (kNm) (%)
(mm)
A RV450-2 360 2x71,5 80 537 430 49 11,4 381
A RV550-2 370 2x71,5 80 710 568 53 9,3 515
A RV650-3 390 2x46,5 80 805 644 51 7,9 593
B RV700-2 410 2x71,5 80 846 677 73 10,8 604
A RV850-3 420 2x46,5 80 1066 853 56 6,6 797
- RV850-4 390 2x36,5 170 1058 846 70 8,3 776
B RV900-2 450 2x71,5 80 1093 874 78 8,9 796
B RV1050-3 450 2x46,5 80 1269 1015 75 7,4 940
- RV1050-4 420 2x36,5 170 1331 1065 87 8,2 978
C RV1100-2 510 2x71,5 80 1368 1094 143 13,1 951
B RV1350-3 495 2x46,5 80 1640 1312 82 6,3 1230
B RV1400-2 500 2x71,5 80 1765 1412 91 6,4 1321
- RV1450-4 470 2x36,5 170 1796 1437 108 7,5 1329
C RV1650-3 550 2x46,5 80 2052 1641 140 8,5 1501
C RV1700-2 560 2x71,5 80 2136 1708 156 9,1 1552
- RV1850-4 510 2x36,5 170 2325 1860 132 7,1 1728
D RV/IRV2050-2 580 2x71,5 80 2536 2029 163 8,0 1866
C RV2600-3 620 2x46,5 80 3204 2563 160 6,2 2403
- RV/IRV2600-4 580 2x36,5 170 3232 2586 284 11,0 2302
D RV/IRV2700-2 650 2x71,5 80 3333 2666 176 6,6 2490
E RV/IRV3050-2 700 2x71,5 80 3780 3024 206 6,8 2818
D RV3050-3 660 2x46,5 80 3804 3043 170 5,6 2873
- RV/IRV3900-4 670 2x36,5 170 4853 3882 388 10,0 3494
D RV4000-3 700 2x46,5 80 5000 4000 191 4,8 3809
E RV/IRV4200-2 730 2x71,5 80 5250 4200 229 5,5 3971
- RV/IRV5500-4 750 2x36,5 170 6872 5498 495 9,0 5003
- RV/IRV6550-4 800 2x36,5 170 8206 6565 591 9,0 5974
* Only accepted for maximum rudderstock diameter
130
Max Max Swept Pump With Height Weight Max NET
radial axial volume (l/min) (mm) (mm) approx. working working
load load (kg) pressure, torque,
(kN) (kN) ABS ABS
(bar) (kNm)
1400 500 61 136 1450 890 3200 80 381
1400 500 81 180 1450 1025 3500 80 515
1400 500 92 204 1450 890 3200 64 474
1800 700 96 213 1600 1055 5000 80 604
1400 500 121 269 1450 1025 3900 64 638
500 450 56 125 1380 1105 3700 150 685*
1800 700 124 276 1600 1200 6000 80 796
1800 700 144 320 1600 1055 5000 64 752
600 550 71 158 1550 1159 4400 141 811*
3000 1250 155 344 1900 1265 8000 80 951
1800 700 186 413 1600 1200 6000 64 984
1800 700 200 444 1600 1612 9500 80 1321
600 750 96 213 1690 1268 5700 141 1102*
3000 1250 233 518 1900 1265 8000 64 1201
3000 1250 242 538 1900 1596 11000 80 1552

STABILISATION AND
MANOEUVRING
700 900 124 276 1800 1350 7500 141 1433*
3000 1250 288 640 2110 1659 12500 80 1866
3000 1250 364 809 1900 1569 11500 64 1922
700 1050 173 384 2040 1638 11100/11500 161 2180*
3000 1250 379 842 2110 2050 15000 80 2490
3000 1800 428 951 2400 1889 20000 80 2818
3000 1250 432 960 2110 1674 12800 64 2298
900 1200 259 576 2200 1803 14600/15000 145 2980*
3000 1250 568 1262 2110 1964 15800 64 3047
3000 1800 595 1322 2400 2046 24000 80 3971
1250 1750 367 816 2560 1886 21500/22000 145 4267*
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
Royal Navy. The range has been developed to integrate seamlessly with
the vast number of applications deployed in naval fleets.
The compact size of the rotary vane steering gear facilitates ease of
fitting to single or multiple-rudder installations. The standard working
angle of a rotary vane unit is 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 •C
ost-effective and
corvettes, frigates and destroyers simple installation
• Select from a 7 model range •M
inimal maintenance
• Torques from 50 to 500kNm
STABILISATION AND
MANOEUVRING
Actuator steering gear is fitted to the

UK Royal Navy Type 45 destroyers.
133
STABILISATION AND
MANOEUVRING
Rudders
Rolls-Royce has over 20 years experience in rudder design and
cavitation prediction. With experience drawn from the Rolls-Royce
Hydrodynamic Research Centre and in-house Hydrodynamics
specialists, advanced computer programmes have been developed
to simulate manoeuvres to evaluate different rudder sizes and types
to optimise the rudder design for each vessel.
135
Conventional spade rudders
TYPE: CB / CM / CS
This range of rudders is built as full spade rudders, with three different
standard profiles and no rudder angle limitation, to ensure optimal
manoeuvrability for passenger, cargo vessels and high-speed craft. The
medium and slim profiles can be combined with a twisted leading-edge
for improved efficiency and reduced cavitation risk.
Speed
CB rudder
Increased propulsive efficiency

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

for medium speeds
The profile is optimised to provide good
manoeuvrability with propulsive efficiency,
with a tapered or rectangular blade, meeting
the rudder needs of passenger and cargo
vessels.
Options:
• Twisted leading edge
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:
• Wire Guard
137
Flap rudders
TYPE: FB / FM / FS
Rolls-Royce has developed and built flap rudders since the 1980s.
The performance of a flap rudder is determined both by the flap, the
link mechanism and the profile, as well as the hull and the propeller.
Rolls-Royce has therefore designed a range of flap rudders suitable for
different types of vessels and functions, to ensure customers receive a
rudder best suited to their vessel's operating requirements.
Speed
FB rudder
Increased propulsive effeciency

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

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

for medium to high speeds
A slim profile that is purpose-designed to suit
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:
• 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 seas.
The newly developed safer hose operating system with retractable

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

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

manipulator and wire twister
15 Pennant winder
4 Anchor launch and recovery system
16 Cable lifter changer and storage rack
5 Tugger winches
17 Chain hauling winch
6 Rope tensioner
18 Anchor handling/Towing winches
7 Spooling sheave
19 Tugger winch
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 moon pool. The tower structure and integrated
equipment is very often customised to dedicated ships or operations,
but always ensure safe and easy access to subsea equipment when
on deck and horizontal guiding of the equipment during launch and
recovery through the moon pool. Our skid systems, consisting of pallets
and tractors, ensure that modules can be transported safely between
the tower and back deck without the need for lifting. The tower can
utilise either traditional wire rope or low weight synthetic fibre rope,
both with high performance and accurate heave compensation.
Active heave compensated subsea cranes are Launch and recovery systems for ROVs
now available with fibre rope using the CTCU • Accurate active heave compensation
and storage drum combination. • Side launch and moon pool launch
• Gentle handling of third party equipment
• Automatic launch and recovery to a given
target depth at a given target speed
• Hydraulic or AC-driven
146
Product key
1 Subsea cranes
2 Skid and hatch system
3 Module handling towers
4 Launch and recovery

system for ROV´s
1 3
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 boom
cranes in the range from 150 to 250 tonnes.
147
for seismic vessels
Rolls-Royce innovative, automated handling systems for seismic vessels

are the most reliable on the market. Over the years, these handling
systems have continuously improved the efficiency and safety of seismic
operations and have become industry standards. We have widened the
operational window, reducing time lost due to rough weather conditions
and boosting profitability significantly. Our equipment simply works
when you need it. This is part of our focus on providing reliability for our
customers.
We are involved throughout the value chain of seismic systems and are
engaged early in the design of seismic handling solutions. We collaborate
closely with customers to design the 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, fairleads and the wide tow system.
As well as streamer and source handling systems for 2D and 3D seismic

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

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

work boats
DECK MACHINERY
The deep water ocean

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

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

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

and side gantries, and specialised tools for safely setting out and recovering
items of scientific equipment. Combined with an integrated state of the art
control system, this ensures efficient operations, careful handling of in-sea
equipment and increases safety.
Systems are designed to suit the particular ship, creating optimum solutions
with respect to both operational needs and available space. By working
together with the customers and ship designers, this ensures systems are
reliable and optimised for the 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 6
5
Product key
1 A- frame 5 Trawl system
2 Subsea crane 6 Deep tow system
3 Deep water coring system 7 Parallelogram frame
4 Conductivity, temperature and

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

chain jacks, traction 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 fairlead and stopper. Most
of the products are delivered with control and monitoring systems for safe
handling and operation, meeting the highest regulatory requirements.
The various 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 climate zones, including harsh
environment and winterisation. Many of our innovative solutions are the
result of continuous close cooperation with customers.
Being a total supplier with in-house design and production of all major
items, Rolls-Royce provides a single point of contact, enabling us to develop
the best solutions for every task.
Drum wire winch for single, double 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
3 DECK MACHINERY
Typical applications:
• Semi-submersible
• Drilling rigs
• Accommodation rigs
• Pipe-laying barges
• 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
chains are tensioned by chain jacks that haul the chain up and lock it at the
desired position. The system is supplemented by hydraulic power packs,
a control and monitoring system with load measurement, and 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
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
• Spar
155
Fishing solutions
Rolls-Royce deck machinery offers a complete winch, control and
monitoring system for ocean-going fishing vessels. We have high focus
on safety, quality and user friendliness, and offers customised winch
systems according to requirement.
Customers can choose between two drive systems:

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

technology we are able to remove the gear unit, achieving unique dynamic
properties also in the electric trawl winches. Drives are either air cooled or
water cooled, and can be integrated in the 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
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 icebreakers operating in arctic conditions as well as to any
vessel suitable for emergency towing operation, like coastal and multi-
purpose vessels.
1 Product key
2 1 Towing winch
2 Escort winch
Towing winches Hydraulic Escort winches Electrical Escort winches

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

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

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

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

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

Navies around the world use our systems for their demanding undersea
sensor towing applications. The portfolio ranges from systems design and
production of the Multi-Functional Towed Array (MFTA) for the US 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
• Torpedo defence array winch and stowage system for
winches active passive sonar
• Sidescan sonar
winch and handling
• Containerised sonar
towing/handling
Lightweight, modular
Modular self-contained dual-drum torpedo
torpedo defence winch defence winch
164
Helicopter sensor handling systems
Our lightweight composite equipment for helicopter undersea
sensor deployment comes in a variety of configurations. Typical are
the winch and fairlead tow cable systems for the US 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.
Other systems:
DECK MACHINERY
• S emi-submersible USV LARS

•A UV LARS for smaller vessels
•D avit type LARS for manned and unmanned craft
• T owed sonar LARS for UAVs
Launch and recovery systems

for small USVs Towed sonar LARS for USV
165
Electrical power systems
The Rolls-Royce electrical capability incorporates a wide portfolio
AUTOMATION AND CONTROL
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
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
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 CONTROL
ELECTRICAL,
A traditional diesel-electric propulsion system already supplied to over 130

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

shipboard power requirements and the vessel's operating profile.
Those running is dependent on the power required. When transiting at
slow speed or in stand-by mode with a reduced power demand, some
engines can be turned off.
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.

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.
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
HSG drive
DC
required when operating the shaft generator. DC

Reduction gear
AC
The switchboard sees a constant voltage and SG
frequency, and the correct phase angle to 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
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
reduced to a minimum.
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

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

• 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.

• 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.
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

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).
Economy
ELECTRICAL,
Shows fuel
consumption for
main and auxiliary
engines. By using the
speed of the vessel
and distance travelled
fuel consumption per
nautical mile is
calculated.
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
delivery
• Additional benefits Can easily be moved to other fleet vessels
ELECTRICAL,
183
Automation and control
Ergonomically designed systems with an intuitive operator
interface are essential in environments where operators demand
maximum reliability, efficiency and safety.

Our systems are developed from an in-depth experience of over
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
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 navigation, manoeuvring,
dynamic positioning, anchor-handling and deck operations, and machinery
controls. They are built up from modules and standardised components
using the Rolls-Royce common controls platform (all 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
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.
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
•A uxiliary systems (bilge,
tanks, ventilation) Training system
• Ship area extension with: • Onboard training
- Fire detection • Land based training
- Duty alarm • Simulation
- Machinery telegraph
- CCTV
Damage control
ELECTRICAL,
• Incident management
(flooding, fire)
• CCTV
• 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 bow
and stern tunnel thrusters. Users have access to all system functions
via the configurable touch screens. Information is presented in digital,
graphic and mimic formats to provide an intuitive operator interface
which is easy to use with operation based on the Rolls-Royce common
controls platform.
Designed for high reliability, CanMan touch uses two parallel CAN buses
to transmit data and provide a high level of redundancy. This reduces
the amount of wiring required and simplifies installation as well as
troubleshooting. Gateways and fire walls are an integral part of the system
and prevent the failure of an individual CAN bus.
System modularity means it can be installed in stages – individual

controllers (ie. propeller) can be installed and tested before the bridge
electronics are operational. It also simplifies upgrading.
The control leavers for thrust control are supplied as separate units for
each control station.
Features:
• Intuitive graphical user interface
• Single control point for multiple propulsors
• Built in redundancy – dual CAN bus architecture with twin screens
• Modular for ease of installation and testing
ELECTRICAL,
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

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.
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
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
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
• 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
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
- 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

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.
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
• Containerised workshops
GLOBAL SERVICE
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 Genoa 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.
Regional training centres

GLOBAL SERVICE
AND SUPPORT
• Ålesund, Norway
• Niteroi, Brazil
• Singapore
Email: training.marine@rolls-royce.com
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: marine247support@rolls-royce.com
210
GLOBAL SERVICE
AND SUPPORT
Contact information
Contact Information
Australia, Melbourne
Telephone + 61 396 444 700

Email service.oceania@rolls-royce.com
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

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 service.florida@rolls-royce.com
Address 10125 USA Today Way, Miramar, FL 33025, USA
Brazil, Niteroi
Telephone + 55 21 2707 5900

Email brazil.support@rolls-royce.com
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 marine.stjohns@rolls-royce.com
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 admin.chile@rolls-royce.com
Address Alcántara 200, 13th Floor, Office 1303,
755, 0159 Las Condes, Santiago, Chile
China, Dalian
Telephone + 86 411 8230 5198

Email service.shanghai@rolls-royce.com
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

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 service.hongkong@rolls-royce.com
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

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 service.denmark@rolls-royce.com
Address Værftsvej 23, 9000 Aalborg, Denmark
24-hr emergency no. + 45 9930 3600
Finland, Kokkola - Waterjets
Telephone + 358 6 832 4500

Email service.kokkola@rolls-royce.com
Address P.O. Box 579, FI-67701 Kokkola, Finland
24-hr emergency no. +31 20 700 6474
Finland, Rauma - Azimuth thrusters / Deck machinery
Telephone +358 2 83791

Email techsup.finland@rolls-royce.com
Email raumawinches.service@rolls-royce.com
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 spares.paris@rolls-royce.com
Address 122 Avenue Charles de Gaulle,
92522 Neuilly-Sur-Seine Cedex, France
214
Germany, Hamburg
Telephone + 49 40 780 9190

Email service.hamburg@rolls-royce.com
Address Fährstieg 9, D-21107 Hamburg, Germany
24-hr emergency no. + 31 20 700 6474
Greece, Athens
Telephone + 30 210 4599 688

Email service.hellas@rolls-royce.com
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 service.mumbai@rolls-royce.com
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 genoa.marine@rolls-royce.com
Address Via Castel Morrone, 13, 16161 Genoa, Italy
24-hr emergency no. + 39 348 4765929
Japan, Kobe
Telephone + 81 78 652 8126

GLOBAL SERVICE
AND SUPPORT
Email service.japan@rolls-royce.com
Address Yamasaki Building 1st & 2nd Floor, 1-15-11
Kinpei-cho, Hyogo-ku, Kobe-shi,
Hyogo 652-0873, Japan
24-hr emergency no. + 81 78 652 8126
215
Korea, Busan
Telephone + 82 51 831 4100

Email service.korea@rolls-royce.com
Address 197, Noksansaneopbuk-ro, Gangseo-gu, Busan,
618-818, Korea
24-hr emergency no. + 65 6818 5665
Mexico, Veracruz
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 service.africa@rolls-royce.com
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 benelux.service@rolls-royce.com
Address Werfdijk 2 (Port 2828), 3195 HV Pernis,The
Netherlands
24-hr emergency no. +31 6 51 53 15 28
New Zealand, Christchurch
Telephone + 64 3 962 1230

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 service.bergen@rolls-royce.com
Address P.O. Box 924 Sentrum, N-5808 Bergen, Norway
24-hr emergency no. + 47 55 53 64 00
Norway, Brattvaag - Deck machinery
Telephone + 47 815 20 070

Email service.dmss@rolls-royce.com
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 pes_service@rolls-royce.com
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 hagavik@rolls-royce.com
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
Email osc@rolls-royce.com
GLOBAL SERVICE
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 service.automation@rolls-royce.com
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 marine247support.uls@rolls-royce.com
Visit address Sjøgata 98, 6065 Ulsteinvik, Norway
24-hr emergency no. + 47 900 10 997
Poland, Gdynia
Telephone + 48 58 782 06 55
Email service.poland@rolls-royce.com
Address 8 Kontenerowa Str, 81-155 Gdynia, Poland
24-hr emergency no. + 48 58 782 06 55
Russia, St. Petersburg
Telephone +7 812 313 75 51

Email service.st-petersburg@rolls-royce.com
Address 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 gennady.vazhenin@rolls-royce.com
Address 3b, Streinikova str., Vladivostok 690065,
Russia
218
Singapore
Telephone + 65 6862 1901

Email service.singapore@rolls-royce.com
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 service.africa@rolls-royce.com
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 service.spain@rolls-royce.com
spares-spain@rolls-royce.com
Address Estartexe, 8 oficina E, 48940 Leioa - Vizcaya,
Spain
Spain, Las Palmas
Telephone + 34 618 664 909

Email service.laspalmas@rolls-royce.com
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
Spain, Tarragona
GLOBAL SERVICE
AND SUPPORT
Telephone + 34 977 296 444

Email service.tarragona@rolls-royce.com
Address C/Dinamarca s/n (Pol. Ind. Constanti),
43120 Constanti. Tarragona Spain
24-hr emergency no. + 34 977 296 446
219
Sweden, Kristinehamn - Propellers
Telephone + 46 550 840 00

Email techsup.sweden@rolls-royce.com
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 service.turkey@rolls-royce.com
Address Nazan Sok. No:2 Lagoon Plaza D:3, 34940 Tuzla,
Istanbul, Turkey
24-hr emergency no. + 90 549 42 42 422
U.A.E, Dubai
Telephone + 971 4 883 3881

Email service.dubai@rolls-royce.com
Address P.O. Box no - 261103, Oil Field Supply Centre,
Shed no - 47 Jebel Ali free Zone. Dubai, U.A.E.
24-hr emergency no. + 971 56 603 1085
UK, Dunfermline - Stabilisers
Telephone + 44 1383 82 31 88
Email 247.dun@rolls-royce.com
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 service.newcastle@rolls-royce.com
Address Rolls-Royce Power Eng. plc, RAS/FAS,
Scotswood road, Newcastle, NE15 6BZ
220
UK, Portsmouth
Telephone + 44 2392 310 000

Email marineinfo@rolls-royce.comRolls-Royce
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 service.galveston@rolls-royce.com
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 spares.americas@rolls-royce.com
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 service.nola@rolls-royce.com
Address 200 James Drive West, St Rose, LA 70087, USA
GLOBAL SERVICE
AND SUPPORT
221
USA, Miramar, FL
Telephone + 1 954 436 7100

24-hr emergency no. + 1 312 725 5727
USA, New Orleans, LA
Telephone + 1 504 464 4561

Email service.nola@rolls-royce.com
Address 200 James Drive West, St Rose, LA 70087, USA
24-hr emergency no. + 1 312 725 5727
USA, Norfolk, VA
Please contact our Miramar Office

Telephone + 1 954 436 7100
USA, Pascagoula, MS
Telephone + 1 228 762 0728

Email marineinfo@rolls-royce.com
Address 3719 Industrial Road, PO Box 1528,
Pascagoula, MS 39567, USA
24-hr emergency no. + 1 312 725 5727
USA, Seattle, WA
Telephone + 1 206 782 9190

Email service.seattle@rolls-royce.com
Address 1731 13th Ave. SW, Seattle, WA 98134, USA
24-hr emergency no. + 1 312 725 5727
222
USA, Walpole, MA
Telephone + 1 508 668 9610

Email ServicesNA@rolls-royce.com
Address 110 Norfolk Street, Walpole, MA 02081, USA
Norway, Ålesund - Training centre
Telephone + 47 70 23 51 00
Email training.marine@rolls-royce.com
Address Borgundveien 340, NO-6009 Ålesund,Norway
Brazil, Niteroi - Training centre
Telephone +55 21 2707 5125

Email training.brazil@rolls-royce.com
Address ILHA di Caju 131, 24040, 005 Ponta da Areia,
Niterói, RJ Brazil
Singapore - Training centre
Telephone +65 6862 1901

Email training.marine.singapore@rolls-royce.com
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: marineinfo@rolls-royce.com
Rolls-Royce policy is one of continual product improvement.

Therefore information and specifications can change without notice.
For the latest information, please visit our website.
© ©
© 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

MPS 2017 LR

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MARINE

PRODUCTS AND SYSTEMS

All information is subject to change without notice.

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

Our global support network underpins all activities and continues to

Rolls-Royce can for all vessels deliver a comprehensive system

Platform supply vessels/multi-purpose service vessels (PSV/MPSV)

Platform supply vessel range:

Multi-purpose service vessel range:

Anchor handling, tug, supply vessel range:

Emergency response and field support vessel range:

The SOV/CSOV range:

Special focus has been made on operability in regards to motion

The subsea construction range:

Special focus has been made on operability in regards to motion

Special focus has been made on operability in regards to motion

The IMR range:

Special focus has been made on operability in regards to motion

The MOU/MODU range:

Coastguard vessel range:

Suitable for a variety of tasks such as multidiciplinary scientific

Hybrid propulsion system for optimum fuel efficiency and

Seismic vessel range:

Live fish carrier range:

• Stern trawler developed for fuel efficient operations through a wave

• Highly efficient pelagic trawlers

NVC 2130 LNG

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

Platform supply vessels (PSV)

• 2 x pulling azimuth thrusters

Anchor-handling/tug/supply vessels (AHTS)

• 6 x azimuth underwater mountable thrusters

• 2 x pulling azimuth thrusters

• 8 x azimuth underwater mountable thrusters

Other specialised vessels

Coastguard, OPV and EEZ vessels

• Controllable pitch propeller

• 2 x Promas integrated propeller and rudder systems

Diesel and gas engines

As the marine industry is increasingly turning towards burning

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

NOx emission for Bergen engines

DIESEL AND GAS ENGINES

Heavy fuel oil operation

Marine gas engines

B32:40 L and V-series:

B35:40 L and V-series – gas:

C26:33 L-series – gas:

Complete diesel or gas powered

Marine engine product range

DIESEL AND GAS ENGINES

Engine type A B C D Weight dry engine

DIESEL AND GAS ENGINES

Engine type A B C D Weight dry engine

Engine type A B C D Weight dry engine

* At 85% load along propeller curve

DIESEL AND GAS ENGINES

Engine type A B C D Weight dry engine

Engine type A B C D Weight dry engine

* Subject to approval prior to sales

DIESEL AND GAS ENGINES

Engine type A B C D Weight dry engine

* Fuel gas inlet only available at the flywheel end.

*MDO operations. Engine ** Engine and foundation