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Stabilisation and manoeuvring• Fin stabilisers• Steering gear• Rudders
Deck machinery
Automation and control
Electrical power systems
Shiplifts
Global service and support
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Rolls-Royce – serving the marine marketRolls-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 50 centres in 28 countries with more planned.
Market sectorsWe provide a range of capabilities and expertise for offshore vessels and oil and gas platforms, merchant vessels and naval surface ships, with support provided by our global service network.
Offshore We are active both in exploration/production and supply/service sectors, supplying systems that range from facilitating seismic research to keeping a rig safely in position. Our UT-Design vessels are an industry benchmark – over 650 are now in service or in build. Advanced designs that benefit from the integration of new technologies required for successful exploration and operation in deeper and more hostile waters.
MerchantEquipment and systems are supplied for vessels that range from luxury yachts and cruise ships to ferries and tugs. We continue to expand our range of innovative and efficient cargo vessel designs, and lead the sector in environmentally friendly LNG propulsion solutions.
navalOur 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.
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Ship designA Rolls-Royce designed vessel is more than just a hull design. It is a hydrodynamic, efficient vessel with diesel engines or gas turbines and all major systems fully integrated for the best performance, enabling vessels to be built anywhere in the world.
• Diesel electric machinery system with thrusters or diesel mechanic version available
Rolls-Royce offers a range of ship designs for the offshore sector from its well known UT-Design™ family, launched in the mid 1970s. The range includes: platform supply vessels, anchor handling/tug/supply vessels, multipurpose service vessels and other specialised vessels.
platform supply vessels (pSV)The UT range of platform supply vessels provides excellent motion characteristics and optimised operational costs versus cargo capacity.
• Conventional twin shaftline solution or single propeller and two Azipulls
• Heave compensated lifting crane or A-frame
anchor-handling/tug/supply vessels (ahTS)The design for AHTS vessels range from small and compact vessels to large powerful ships. They can be fitted with the world’s largest winches from Rolls-Royce, providing tremendous pull capacity.
Ut 790 WP
Multipurpose service vessels (MpSV)The UT range of multipurpose service vessels is a stable platform for challenging offshore operations and provides excellent dynamic positioning capabilities. The vessels comply with all environmental standards and are construction-friendly.
Ut 788 CD • Large multipurpose subsea construction and anchor-handling
• Combined diesel mechanical/diesel electric machinery
• Heave compensated lifting crane or A-frame
Length : 93.4 mBreadth : 22 mDraft : 6.5 mDead weight : 4700 tSpeed : 18.5 knMain engines : 2 x 7500 kW : 3 x 1600 kWBollard pull : over 300 t
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Ut 755 Cd
Ut 790 WP
Ut 788 Cd
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Ut 768 WP
Ut 830 WP
Other specialised vesselsThe UT range also includes other specialised vessels like research, cable-laying, emergency response, rescue, well stimulation, well intervention, smaller FPSOs and drilling vessels.
(Subsea construction)
(Seismic vessel)
• Subsea service platform for deep to ultra deep waters
• Diesel electric machinery with azimuth propulsion
Length : 90.20 mBreadth : 23 mDraft : 7.3 mSpeed : 16 knMain engines : 2 x 4500 kWPull @ 5 kts : up to 125 t
Coastguard, OpV and eeZ vesselsThe UT range of coastguard and EEZ (Exclusive Economic Zones) vessels comply with stringent environmental standards within specific application areas while providing optimum performance with regard to speed, fuel efficiency, comfort and ease of construction.
Ut 512 • Coastguard vessel• Suitable for a variety of tasks such as patrolling, fisheries protection, emergency standby, pollution control, salvage and towing
• Stern trawler developed for fuel efficient operations through a wave piercing hull design, twin screw propulsors and HSG machinery system• Bottom and mid-water trawling• Low emission and fuel
consumption levels• Seakeeping and comfort• Gentle fish handling
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 trawlersOur designs for stern trawlers range from small and compact wet fish trawlers to large and powerful factory freeze trawlers. The vessels can be arranged with hydraulic or electric deck machinery.
NVC 372 WP
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NVC 349
Length : 63.8 mBreath : 14 mDraft : 7.2 mSpeed : 16 knMain engines : 3000 kW Cargo hold : over 1600 t
• Highly efficient purse seiner/ pelagic trawler
• Can be delivered with HSG propulsion system
• Low emission and fuel consumption levels
• Seakeeping and comfort• Gentle fish handling
pelagic trawlersOur range of pelagic vessels consists of all sizes of RSW-cooled bulk carrying vessels in addition to large factory processing freezer trawlers.
NVC 349
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naval vessels
Length : 54.4 mBeam : 9.0 mDWL : 2.4 mSpeed : 23 knots Range : 4,500 nmWeapons : 1 x 30 mm canon : 2 x 50 cal HMGBoats : 2 x 8m 45 knot rHIBs : 1 x 5m Workboat
To meet the growing demand for adapted Rolls-Royce commercial vessel designs in the global governmental market we have established a dedicated naval ship design team based in Bristol, UK. The team leverages the expertise of other ship design teams around the world and is focused on the OPV and support vessel sectors to meet the needs of Naval, Coast Guard and other government agencies for efficient and economical to build ship designs. Integrated propulsion systems include those powered by Bergen medium speed diesels and MTU high speed diesels .
patrol vesselsThe MPV55 is the smallest in a new family of patrol vessel designs prepared by Rolls-Royce for Coastguard and Navy use in patrolling EEZs.Designed to be fully compliant with MARPOL and IMO/SOLAS requirements, the vessel has extensive range and excellent operability in higher sea states.
Aviation capable 75m and 90m vessel designs are in preparation.
MPV 55
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Length : 155 m 170m 200mBeam : 24.5m 24.5m 27.5mDWL : 8.3m 8.0m 10.0mSpeed : 18 knots 18 knots 20 knots Range : 10,000nm 10,000nm 12,000nmCargo hold : 2 x NH90 2 x NH90 2 x NH90
Cargo F76 : 7,000 te 8,000 te 20,000 teF44 : 350 te 1,500 te 2,500 teFW : 250 te 250 te 2,400 te Solid : 1,200 te 500 te 1,000 te
Logistic support vesselsThe Rolls-Royce family of Logistics Support Vessels (LSV) are designed for fleet replenishment of solids and liquids (fuel, aviation fuel, water). All designs use the award-winning Environship hullform with Promas propeller/rudder and HSG propulsion systems for optimum fuel efficiency.
LSV VARIANtS
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We have the ability to integrate complex ship systems that are engineered to work efficiently together. As an integrator and a designer our aim is to get the best products together as an efficient system and design the optimum ship around them.
OFFSHORE VESSELS
NAVAL VESSELS
MERCHANt VESSELS
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Rolls-Royce has a wealth of experience in ship, propulsion and power systems design. We have designed more than 800 offshore and merchant vessels in the last 30 years, and many of them are now working in the world’s harshest environments. Investment continues in the technologies that address the need for more efficient and environmentally sustainable power and propulsion systems.
We go to great lengths to develop energy efficient hull forms and integrate them with innovative high-performance propulsion systems to minimise fuel consumption, lower maintenance costs and reduce emissions. Proven experience in using LNG as a marine fuel spans over five years, with a growing number of Rolls-Royce LNG powered ships at sea.
The breadth of our product offering enables Rolls-Royce to bring the right products together so the propulsion and ancillary systems fully match the ship owner's operating requirements. Construction and operational support is also simplified - as there is a single point of contact for service and spares.
In 2011 Rolls-Royce and Daimler joined forces to create a new marine and industrial engine joint venture through the acquisition of Tognum. The new entity brings together the well-known MTU and Bergen engine names, extending the product portfolio to include both medium-speed and high-speed diesel and gas engines.
rolls-royce, your perfect partner for efficient and cost effective systems solutions
Integrated ship systems
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Rolls-Royce, with the Bergen engine range is a leading developer and manufacturer of medium speed diesel and gas propulsion engines and generator sets. Since 1946 we have developed and installed thousands of units, meeting the requirements of ship owners and land-based installations for robust, reliable and economical power. In the 1980s we developed our lean burn combustion system and applied it to engines using various types of gas as fuel. This has been further refined on our latest gas engines, providing leading thermal efficiencies with high power density and low emissions.
As the marine industry is increasingly turning towards burning natural gas for propulsion, Bergen gas engines have built an unrivalled track record in powering ships, and reducing exhaust emissions of carbon dioxide, NOx, SOx and particulates.
Diesel engines are available in the 1,800 – 8,000kW power range and gas engines from 1,400 – 7,000kW.
Diesel and gas enginesgenerator sets and propulsion systems
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B32:40 BL and BV-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-enginesystems.
C25:33-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 BL and BV-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-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.
Bergen marine enginesBergen 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.
complete diesel or gas powered propulsion systems can be designed and supplied.
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Marine engine product range
B35:40V12PG
C26:33L9PG
C26:33L8PG*
C26: 3L6PG
B35:40L9PG
0 2 4 6 8
Liquid fuel
gas
L qui f el
Engine type
B32:40V16P
B32:40V12P
B32:40L9P
B32:40L8P
B32:40L6P
C25:33L9P
C25:33L8P
C25:33L6P
MW 0 2 4 6 8
Eng
C26:3 9P
C26:33L8P
* In progress - release date to be announced at later stage
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* Bergen c26:33 gas engines have obtained united States Environmental Protection Agency (EPA) tier 3 certification.
emissionsEngine 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 CO
2 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 CO
2 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
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Marine liquid fuel enginesRatings 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%.
emissionsThe 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 operationThe 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 enginesThe 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.
DimensionsAll dimensions are in mm. Dimensions and weights are given for guidance purposes only and are based on a typical specification. For detailed information please contact Rolls-Royce Marine AS.
general conditions for marine engines
Note : due to continuous development, some data may change without notice.
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propulsion engines - Liquid fuel
principal dimensionsCylinder diameter 250mm. Piston stroke 330mm.
Mean effective pressure (BMEP) bar 26.4/24.7 26.4/24.7 26.4/24.7
Specific fuel consumption g/kWh 182/185 182/185 182/185
Specific lubricating oil consumption g/kWh 0.7 0.7 0.7
Cooling water temp. engine outlet oc 90 90 90
* Mdo operations dimensions given apply for rigidly mounted engines with wet sump. dry sump can be supplied upon request. Front end P.t.o. can be delivered upon request.All data subject to change without prior notice
a
B
C
D
Bergen C25:33L
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Engine type B32:40L6P B32:40L8P B32:40L9P
Number of cylinders 6 8 9
Engine speed r/min 750 750 750
Mean piston speed m/s 10 10 10
Max. continuous rating (MCR) kW 3000 4000 4500
Max. continuous rating (MCR) BHP (metric)
4080 5440 6120
Mean effective pressure (BMEP) bar 24.9 24.9 24.9
Specific fuel consumption g/kWh 184 184 184
Specific lubricating oil consumption
g/kWh 0.8 0.8 0.8
Cooling water temp. engine outlet oc 90 90 90
propulsion engines - Liquid fuel
principal dimensionsCylinder diameter 320mm. Piston stroke 400mm.
Technical data
Engine type A B C D Weight Dry Engine
B32:40L6P 4390 5383 3778 1882 33200kg
B32:40L8P 5430 6423 3898 1955 40000kg
B32:40L9P 5950 6923 3899 2003 45900kg
dimensions given apply for rigidly mounted engines with wet sump. dry sump can be supplied upon request. Front end P.t.o. can be delivered upon request.All data subject to change without prior notice
a
C
D
B
Bergen B32:40L
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propulsion engines - Liquid fuelBergen B32:40V
principal dimensionsCylinder diameter 320mm. Piston stroke 400mm.
Technical data
Engine type A B C D Weight Dry Engine
B32:40V12P 4951 6040 4470 2712 53700kg
B32:40V16P 6201 7698 4380 3192 62900kg
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 consumption g/kWh 184 184
Specific lubricating oil consumption
g/kWh 0.8 0.8
Cooling water temp. engine outlet oc 90 90
dimensions given apply for rigidly mounted engines with wet sump. dry sump can be supplied upon request. Front end P.t.o. can be delivered upon request.All data subject to change without prior notice
a
C
D
B
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propulsion engines - gasBergen C26:33L
a
B
D
C
principal dimensionsCylinder diameter 260mm. Piston stroke 330mm.
* Mdo operationsEngine** = Engine and foundationdimensions given apply for resiliently mounted engines. choice of alternator may affect the given dimensions and weights. All data subject to change without prior notice
principal dimensionsCylinder diameter 250mm. Piston stroke 330mm.
Engine** = Engine and foundationdimensions given apply for resiliently mounted engines. choice of alternator may affect the given dimensions and weights. All data subject to change without prior notice
Engine** = Engine and foundationdimensions given apply for resiliently mounted engines. choice of alternator may affect the given dimensions and weights. All data subject to change without prior notice
principal dimensionsCylinder diameter 320mm. Piston stroke 400mm.
Max. continuous rating altern,( η = 0.97) kW 5307/5530
Max. continuous rating altern, (Cos Ф = 0.8) kVA 6634/6912
Max. continuous rating altern, (Cos Ф = 0.9) kVA 5898/6114
Mean effective pressure (BMEP) bar 20
Specific energy consumption kJ/kWh 7475
Specific lubricating oil consumption
g/kWh 0.4
Cooling water temp. engine outlet oc 90
c
BA
d
E
All data subject to change without prior notice
Bergen B35:40V
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propulsion systems
Typical parameters for AT applications with 17 knots speed (max. speed for AZIPULL - 24 knots)
Bergen B32:40L - AZIPULL
Additional notes (*):• Mass of azimuth unit is based on minimum stem length (S)• Minimum stem length (S) can be increased in steps of 200mm for AZP100, 250mm for AZP120 and
300mm for AZP150• Length (C) and type of intermediate shaft can vary from short straight shafts to long cardan shafts
Diesel Engine technical Data Azimuth thruster technical Data Main Dimensions
Note: the table shows typical data for rolls-royce twin screw propulsion systems for free running ships. The azimuth unit data are given without ice class based on standard gear ratios. The data is not binding and may change without notice.
Diesel Engine technical Data Azimuth thruster technical Data Main Dimensions
constructionFP Fixed Pitch PropellercP controllable Pitch PropellerDucted with TK-nozzleOpen without nozzle.
4040
* dry weight in metric tons of weld-in installation FP/cP propeller** the power figures in table are for ship assisting harbour tugs driven by diesel engine. the actual power figures are defined acc. to the application, prime mover, classification etc*** Estimated metric tons per two (2) units with installed engine power.All data subject to change without prior notice.
Diesel Engine technical Data Azimuth thruster technical Data Main Dimensions
G, is project specific. dimension shown is based on standard sealing length.F, Stern tube length is project specific dimension, 3000mm in this example.E, is project specific, but a minimum service space is required.All data subject to change without prior notice
C, Length of elastic coupling is project specific .Prop mass* is based on 5m propeller shaft.M, Piston withdrawal, L type engine: 2520mm, V type engine 2350mm.Note: the table shows typical data for rolls-royce single engine propulsion systems for free running ships. The azimuth unit data is given without ice-class based on standard gear ratios.
Typical parameters for single screw cargo vessels with speeds up to 17 knots
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S
d
c
ØK
AZP
Bergen C25:33L - AZIPULL
Additional notes (*):• Mass of azimuth unit is based on minimum stem length (S)• Minimum stem length (S) can be increased in steps of 200mm for AZP100, 250mm for AZP120 and
300mm for AZP150• Length (C) and type of intermediate shaft can vary from short straight shafts to long cardan shafts• All data subject to change without prior notice
Diesel Engine technical Data Azimuth thruster technical Data
Note: the table shows data for rolls-royce twin screw propulsion systems for free running ships. The azimuth unit data is given without ice class based on standard gear ratios.
Diesel Engine technical Data Azimuth thruster technical Data
All data subject to change without prior noticeconstructionFP Fixed Pitch PropellercP controllable Pitch PropellerDucted with TK-nozzleOpen without nozzle.
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1607
40515 o
15 o
15 o
15 o
15o15o
BERGEN C25:33L8P
B
A
Bergen C25:33L - US Azimuth thruster
Diesel Engine technical Data Azimuth thruster technical Data
* dry weight in metric tons of weld-in installation FP/cP propeller** the power figures on table are for ship assisting harbour tugs driven by diesel engine. the actual power figures are defined acc. to the application, prime mover, classification, etc.*** Estimated metric tons per two (2) units with installed engine power.
G, is project specific. dimension shown is based on standard sealing length.F, Stern tube length is project specific dimension, 2500mm in this example.E, is project specific, but a minimum service space is required.C, Length of elastic coupling is project specific.Prop mass* is based on 4m propeller shaft.
Typical parameters for single screw cargo vessels with speeds up to 17 knots
Note: the table shows typical data for rolls-royce single engine propulsion systems for free running ships. The azimuth unit data are given without ice class based on standard gear ratios.
1850
pist
on w
ithdr
awal
1100
B
a
Bergen C25:33L
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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 LinePlatform supply, multi-purpose, emergency response/rescue, coastguard and research vessels.
A traditional diesel-electric propulsion system already supplied to over 130 vessels operating today.
Uses active front end (AFE) technology for more stable clean voltage and fast response to load control changes.
The number of generators installed is dependent on the total shipboard power requirements and the vessel's operating profile. Those running is dependent on the power required. When transiting at slow speed or in stand-by mode with a reduced power demand, some engines can be turned off.
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SaVe CubePlatform supply, multi-purpose, emergency response/rescue, coastguard and research vessels.
SaVe StepPower intensive ships - small cruise, diving support, platform supply, construction support, jack-up and well intervention vessels. and research
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.
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.
Not as sophisticated as the hybrid shaft generator (HSG) system. It is an ideal option for power conversions, as the vessels existing electrical machines and switchboards can be retained and do not have to be Rolls-Royce supply. Fixed speed is required on the diesel when generating power for the switchboard.
An AFE drive is installed between the shaft-generator and the switchboard. This provides additional power when used with the main engine and provides full variable speed electric propulsion when the main engine is stopped, for slow speed/standby modes or as an emergency/take-me-home system.
To update to the HSG concept, requires a special motor and switchboard.
Conventional hybridFishing, 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.
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.
Uses AFE technology so fixed engine rpm is not required when operating the shaft generator. The switchboard sees a constant voltage and frequency, and the correct phase angle to match the other generator sets running in parallel. Propeller and engine efficiencies can be maximised by ensuring they are running at their most efficient 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.
HSG solution provides lower fuel consumption and less emissions.
D esel / gas eng ne
GG
AC
DC
HSG
drv
e
DCAC Reduction gear
M
SG
Diesel-electric mode – for efficient lower speedsTwo 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.
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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 “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.
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Mode shiftingSimply shifting modesA 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 overviewThe ACON mode shift system provides a view of the power available on the main busbar (green) for major power consumers like thrusters (orange).
economyShows fuel consumption for main and auxiliary engines. By using the speed of the vessel and distance travelled fuel consumption per nautical mile is calculated.
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Gas turbinesRolls-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.
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gas turbines
(ratings at sea level with 5” and 10” exhaust losses, 40% relative humidity, 100ºF inlet temperature, enclosure ventilation, and generator and gearbox losses)
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 setThe 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.
Technical data
Power (kW) Weight (kg) Dimensions (m)LxWxH
turbine speed (rpm)
Generator speed (rpm)
3000 29710 8.66 x 2.38 x 3.38 14600 1800
Key features:• Lightweight and modular• Local or remote control• MIL-G-22077 qualified• Shock tested to MILS-901D
• Mechanical starter for black ship start• Full Authority Digital
Control (FADC)
All data subject to change without prior notice.
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(ratings at sea level with 6” inlet and 10” exhaust losses, 40% relative humidity, 100ºF inlet temperature, enclosure ventilation, and generator and gearbox losses)
RR4500 generator setThe 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.
Technical data
Power (kW) Weight (kg) Dimensions (m)LxWxH
turbine speed (rpm)
Generator speed (rpm)
39004300 (int) 51392 9.73 x 3.11 x 4.36 14600 1800
Key features:• Designed to meet
MIL-S 901D shock• Electric start• Minimal structural
borne noise
• Local or remote control• Full Authority Digital
Control (FADC)• No post shutdown restart
restrictions
All data subject to change without prior notice.
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Mt7 marine gas turbineThe 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.
Technical data
Power (kW)
Weight Unpackaged
(kg)
Length (mm)
Diameter (mm)
turbine speed (rpm)
4 - 5 441 1500 877 15000
Key features:• Compact and powerful• Capable of meeting the
requirements of hovercraft and ship propulsion
• Shares common core architecture with the AE1107C aero engine
• Member of the AE engine family, over 4,500 delivered with 48 million plus operating hours
• Low-cost performance upgrades available for more power or extended life
All data subject to change without prior notice.
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Mt30 marine gas turbineThe 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.
Technical data
Power (kW)
Weight (kg)
Dimensions (m) LxWxH
Output shaft (rpm)alternator drive
Output shaft (rpm) mechanical
drive
36MW or 40MW
flat rated to 38°c
6500 unpackaged
30000 packaged*
8.7 x 2.66 x 3.63000 (50Hz)
3600 (60Hz)3300
Key features:• Excellent performance retention and no power loss between overhauls • Member of the aero Trent engine family• Minimal number of off-package modules allows easy integration
into machinery rooms• Over 40% thermal efficiency• Modular design for simplified engine maintenance• Low airborne and structural noise signature• ABS, Lloyds and DNV Certified
* dependent on options All data subject to change without prior notice.
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Azimuth thrustersRolls-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.
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azimuth thruster range
US type
Contaz
Swing-up/Combi
RetractableUL type
Azipull
Underwater MountableUUC type
Powers: 250 - 3700kW
Powers: 900 - 5000 kW
Powers: 3000 - 6500kW
Powers: 2200 - 3700kW
Powers: 736 - 2000kW
Powers: 440 - 3800kW
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Technical data
Fixed mounted thrusters The Rolls-Royce US range comprises standard Z-drive units with input powers from 250 – 3,700kW to deliver a bollard pull for tug applications ranging from 11 to over 120 tonnes. Modular design allows the configuration, mounting type and size to be closely matched to user requirements. They are available with contra-rotating propellers for high propulsive efficiency with shallow draft or FP/CP propellers, open or ducted, with diameters to suit the vessel application Mounting optionsWeld in spider: The thruster is mounted in two stages: upper assembly with the hull fitting is raised/lowered into position and welded in place. The underwater assembly is then bolted to the thruster. Weld in basic: The upper assembly is welded into the hull. The propeller unit is then bolted to the upper section.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.
For performance predictions please contact rolls-royce.
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Contaz® thrusters The Contaz® azimuth thruster range with contra-rotating propellers provide high propulsive efficiency and reduced vibration with shallow draught. Efficiency gains can be in the region of 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 operating in regions or rivers with draught restrictions.
Model variations• Each unit custom designed to
suit the vessel• Select from a wide range of
stem lengths• Reduction ratios optimised for
application
Technical data
thruster type
Max Input Power (kW)
Input speed (rpm)
Dry wt* (t) Max Prop. Dia (mm)
CONtAZ 15 2200 750 - 1200 3.2 3200
CONtAZ 25 3000 750 - 1200 5 3700
CONtAZ 35 3700 750 - 1200 7.3 4200
*dry weight at shortest stem length All data subject to change without prior notice
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Technical data
azipull thrustersThe 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.
thruster type Power MCR (kW)
Input speed (rpm)
Dry wt (kg)
Prop. Dia (mm)
AZP085 900 - 1600 1200 - 2000 13000 1900 - 2300
AZP100 1400 - 2500 720 - 1800 31000 2300 - 2800
AZP120 1800 - 3500 720 - 1200 45000 2800 - 3300
AZP150 3000 - 5000 600 - 1000 85000 3300 - 4200
All data subject to change without prior notice
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Technical data
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. Fixed and controllable pitch propeller options are available with closed loop hydraulics.
Mounting options• USE models for
installation in dry conditions, mounting direct to the hull or a container
• USL models with bottom well and foundation for vertical drive motor. Wet mounting from the top through a wet casing
thruster type MCR(kW)
Input Speed(rpm)
Prop. Dia (mm)
UUC 305 3200 7203000
3200
UUC 3553800 720
35004000 750
UUC 4054600 720
38004800 750
UUC 4455200 720
41005500 750
UUC505 6500 6004200
4500
All data subject to change without prior notice
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Technical data uL
Technical data uLe
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 arrangementA complete assembly with a solid shaft including bearings and a remote controlled clutch and a flexible coupling for prime mover.
thruster type
Max Input Power (kW)
Input speed (rpm)
Dry wt (t)
Prop. type Prop. dia (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
thruster type
Max Input Power (kW)
Input speed (rpm)
Dry wt (t)
Prop. type Prop. dia (mm)
ULE 1201 880 1000 21 FP 1800
ULE 2001 1500 720 - 1800 32 FP / cP 2300
ULE 255 2200 720 - 750 43 FP 2800
UL 355 3700 720 - 1200 97 FP 3500
All data subject to change without prior notice
All data subject to change without prior notice
retractable thrusters
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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
* delivery upon special request** From top of hull module
Technical data
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tCNS/C 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 be designed to match the hull lines.
Features• High bollard pull• Integral hull mounting module • CP or FP propellers
PropellersRolls-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.
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Controllable pitch propellersA 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:
'standard' for speeds below 30 knots and 'H' for speeds above 30 knots
• The CP-A hub offers normal pitch control and can be supplied with full blade feathering for reduced
drag when not driving• Bronze or stainless steel blades
and hub can be specified• Open water, nozzle, and
ice-class options• Full US Mil-Spec shock versions
are avaliable
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System D-F: the oildistribution box is mounted on the forward end of the reduction gearbox. Additional intermediate shafts can be arranged between the propeller shaft and the gearbox.
System D-M: A separateshaft carries the oildistribution box, andadditional intermediateshafts can be arrangedbetween the propellershaft and the od box shaft.
System I: oil distributionintegrated within thereduction gearbox, alsopart of rolls-roycesupply.
Oil distribution systemsKamewa CP propellers are available with three types of oil control system, to match most vessel requirements.
Reduction gearbox
OD box in front of gear
OD box in shaftline
Oil distribution integrated in reduction gear
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Fixed pitch propellersPropeller 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.
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 mountingPropellers 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 also speeds up the installation process, eliminating match making or gauges.
Monobloc FPPs are supplied with four, five and six blades.
the SKF propeller sleeve simplifies propeller removal and installation.
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adjustable bolted propellersThe 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.
Key features:• Spare propeller not needed• Stainless steel or NiAl-bronze blades
• Slotted holes for step-less blade pitch adjustment
• Hollow hub reduces weight and extends bearing life
• Blade change possible without drydocking using simple hand tools
• Four to six blades
Blades are attached with special bolts using only hand tools.5 Blade ABP.
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cour
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usta
lWaterjets
The Rolls-Royce Kamewa waterjet range is the broadest in the business. Manufactured in aluminium and stainless steel, they are available in powers from 50kW to above 36MW. Using the latest design techniques unit size, weight and life-cycle costs have been reduced. The waterjet has many advantages over the propeller for high speed vessels. They provide higher speeds with the same power, or substantially lower fuel consumption at a constant speed and lower power.
At constant rpm, a Rolls-Royce waterjet absorbs approximately the same power regardless of the ship’s speed. The engine cannot be overloaded, which means less engine stress and longer service life. Waterjets produce less noise and vibration than propellers. At speeds over 20 knots it can be by as much as 50 per cent. No reversing gearbox is required and craft can stop in a few lengths, turn on the spot and even manoeuvre sideways. Interceptor trim tabs are used to achieve the optimum trim and list angle when operating and help the vessel achieve the best possible speed and comfort. A compact system is available for FF and A3 aluminum waterjets.
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Key features:• Best propulsive efficiency on the market • Superior manoeuvrability at all speeds• Low noise and vibration levels• Engineered for low life cycle costs
Waterjet range
FF-seriesMedium and small-sized aluminium waterjets with axial flow technology, with aluminium inlet duct/hydraulics.Powers:260 - 2000kW
Kamewa A3-seriesMedium-sized waterjets with stainless steel mixed flow pump technology with aluminium inlet duct/hydraulics.Powers:450 - 2600kW
Kamewa S3-seriesMedium and large stainless steel waterjets with mixed flow technology and optimised inlet duct design for a high degree of customisation.Powers:800 - 41000kW
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FF-seriesThe Kamewa FF-series waterjets are manufactured from strong, corrosion resistant materials. Impeller, shaft and steering/reversing rods are made of stainless steel and all other components are aluminium for maximum strength and lightweight. Seagrade aluminium is used to manufacture the inlet duct, so it can be directly welded into the hull when required. The pump is a single-stage axial flow design, providing a high volume flow with good pulling thrust at lower speeds. Waterjets in the FF-series do not normally require a reduction gear.
All FF-series waterjets can be supplied as a booster unit without steering and reversing gear. The new FF jet models incorporate improvements to pumps, reversing buckets and steering nozzles and deliver the best size/weight-ratio in their class.
Waterjetsize
Dimensions (mm) Power(kW)*
Weight (kg)
A B C F G Dry wt. EW**
FF-240 410 574 855 885 400 260 124 25
FF-270 430 541 1060 816 551 370 155 28
FF-310 520 651 1203 1065 626 500 242 40
FF-340 650 700 1070 1107 676 530 270 52
FF-37 750 724 1660 911 1144 585 380 138
FF-41 860 803 1943 1049 1338 735 485 170
FF-45 880 846 1827 1114 1081 885 520 209
FF-500 950 970 2200 1333 1525 1100 840 350
FF-550 1100 1045 2400 1265 1963 1390 960 395
FF-600 1150 1150 2800 1552 1863 1800 1325 495
FF-67 1280 1287 3220 1592 1920 2000 1545 703
*classification power. Higher sprint powers can be confirmed case by case** Entrained water inside transom
All data subject to change without prior notice
Technical data
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a3-series All Kamewa A3-series waterjets are supplied with an integrated and high performance aluminium inlet duct, with the hydraulic valve block and pipework mounted on it for simple and cost effective installation. The compact reversing bucket is one of the most efficient available, and delivers around 70 per cent of forward thrust for quick stopping. A new stainless steel steering nozzle minimises hydrodynamic losses and noise levels while providing superior speed in turns. The A3-series offers seven different water outlet nozzle diameters to provide a balance to the waterjet speed, and five different impeller blade pitch angles for fine adjustment of the rpm for optimum performance.
Waterjet Dimensions (mm) Max. power(kW)*
Weight (kg)
A B C E F G Dry wt. EW**
A3-25 600 600 1200 266 1038 577 450 247 40
A3-28 672 672 1344 297 1132 686 570 346 57
A3-32 736 746 1911 320 1036 1187 750 450 119
A3-36 796 836 2134 360 1166 1284 950 575 170
A3-40 850 912 2370 400 1275 1472 1320 780 233
A3-45 940 1005 2703 450 1433 1637 1670 1080 323
A3-50 1050 1120 2980 500 1591 1809 2060 1440 435
A3-56 1150 1234 3330 560 1773 2017 2580 1900 616
A3-63 1290 1450 3750 630 1995 2270 2600 2360 880
Technical data
* classification power. Higher sprint powers can be confirmed case by case** Entrained water inside transom
Recommended maximum displacement for planing hulls over 30 knots
Single installation
Twin installation
Triple installation
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Waterjet Dimensions (mm) Max. power(kW)*
Weight (kg)
A B C E F G Dry wt. EW**
A3-25 600 600 1200 266 1038 577 450 247 40
A3-28 672 672 1344 297 1132 686 570 346 57
A3-32 736 746 1911 320 1036 1187 750 450 119
A3-36 796 836 2134 360 1166 1284 950 575 170
A3-40 850 912 2370 400 1275 1472 1320 780 233
A3-45 940 1005 2703 450 1433 1637 1670 1080 323
A3-50 1050 1120 2980 500 1591 1809 2060 1440 435
A3-56 1150 1234 3330 560 1773 2017 2580 1900 616
A3-63 1290 1450 3750 630 1995 2270 2600 2360 880
F G
C
E
B
A
All data subject to change without prior notice
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S3-seriesThe Kamewa S3-series waterjets are developed for the most demanding applications. S3 and A3-series waterjets are fitted with the market's highest performance mixed flow pump, developed at our own hydrodyamic research centre. The Kamewa S3-series is fully customized for each project in order to achieve optimised performance. A screen-based CanBus system is used for operating the vessel.
Technical data
Waterjet Dimensions (mm) Power range(kW)*
Weight (kg)
A B D (typical) E (typical) Steerable Booster EW**
* depending on speed and operating profile. For performance predictions please contact rolls-royce** Entrained water inside transom
Key features:• Highest pump performance on the market• Stainless steel for maximum corrosion and wear resistance• Impeller, nozzle and inlet duct designs optimised to meet each
application's performance demands
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Waterjet Dimensions (mm) Power range(kW)*
Weight (kg)
A B D (typical) E (typical) Steerable Booster EW**
S3-series size selectionFor most applications an S3 unit one size smaller than previously specified will give the same performance, giving a 25 per cent reduction in the total unit weight plus entrained water, and a transom flange diameter 12 per cent smaller.
*This table are for preliminary size selection only, in order to get an understanding of weight and size. For performance predictions for your specific vessel, please contact Rolls-Royce.
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Ship speed (knots)
25 30 35 40 45 50 55 60
300
250
200
150
100
50
0
112
100
90
80
71
63
56
50
45
12000BkW
10000BkW
8000BkW
6000BkW
5000BkW
4000BkW3000BkW
2000BkW
1500BkW
1000BkW
Net
thru
st (k
N)
Ship
resi
stan
ce p
er je
t
Kamewa Waterjet PropulsionSize 45-112 S3
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Net
thru
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N)
Ship
resi
stan
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Kamewa Waterjet PropulsionSize 80-200 S3
125
112
20
Ship speed (knots)
25 30 35 40 45 50 55 60
800
700
600
500
400
300
200
100
0
22000BkW20000BkW18000BkW16000BkW
14000BkW12000BkW
10000BkW
6000BkW4000BkW
200
180
160
140
100
90
80
2000BkW
8000BkW
*This table are for preliminary size selection only, in order to get an understanding of weight and size. For performance predictions for your specific vessel, please contact Rolls-Royce.
Alternatively, retaining an S3 waterjet of the same size will offer a higher top speed or less installed power and lower fuel consumption for the same speed, or a larger payload.
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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.