Marine

Automation and Control

Human-machine interface for ease of control

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Focus on safety, performance,
simplicity and proximity

Rolls-Royce offers a full range of marine automation and control systems to suit most types of vessel,
ranging from fully integrated bridge systems with the Unified Bridge ergonomically designed
human/machine interface to propulsion/thruster/rudder control, dynamic positioning and alarm
and monitoring systems. Much of the equipment can also be supplied as stand-alone products.
 Contents:
High level system integration page 4-5
Unified Bridge page 6-7
Human factors page 8-9
Dynamic positioning page 10-11
Propulsion and thruster control page 12-13
Ship automation page 14-15
Alarm, control and monitoring page 16-17
Energy management page 18-19
Remote diagnostics page 20
Product training page 21
Customer support page 22

design
human-centred
Automation and control

High level system integration

A ship is a complex assembly of systems and items of equipment, equipment to the extremely safety critical control of nuclear power
all of which have to be controlled and monitored. Rolls-Royce is a reactors.
systems integrator providing a vast array of products and systems
During recent decades Rolls-Royce automation systems have been
for ships of many types, including large CP propellers, thrusters for
expanded in scope and developed through several generations,
propulsion and manoeuvring, waterjets, stabilising and motion
from simple tank-sounding in the 1960s through UMAS, to today’s
control, deck machinery, tank systems, diesel and gas engines, LNG
comprehensive Acon Integrated Automation System (IAS). Like other
fuel systems, and power electrical hybrid systems with batteries. In
systems it has been based on the Rolls-Royce Common Control
many cases we also provide the designs for the ships themselves.
Platform since the middle of the previous decade. In the same
All of these systems and sub-systems need controls, alarms in case way propulsion and thruster controls have gone through several
of problems, and automation. We have built up enormous expertise generations of development.
in this area, ranging from control and monitoring of simple items of

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 Automation, propulsion control and dynamic positioning are just some
of the equipment that can be provided as sub-systems for a wide range
of vessel types. All are based on the Rolls-Royce Common Control Platform
and modular hardware and software for ease of interfacing and simple
installation.

Positioning systems have been the subject of intensive multifunctional touch screens. Other third party products are
development, starting with the Poscon joysticks in the 1970s. interfaced via various communication links including ethernet,
Rolls-Royce DP systems meeting the various IMO requirements various field bus, serial bus and analogue or digital input/output;
followed. accessed and operated using the Acon Bridge Control touch screen.

The Rolls-Royce Common Control Platform allows systems to Unified Bridge collects the controls and status information for all
be easily interfaced with each other, minimising the amount of these systems and presents them to the people responsible for
cabling and simplifying installation at the shipyard and subsequent operating the ship in a clear and logical way, helping to reduce
maintenance in service. Ethernet and CANbus are the main internal fatigue, prevent mistakes and misunderstandings and so improving
communication links for this. Selected navigation systems can safety at sea.
be integrated with the Rolls-Royce system, operated from the

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Automation and control

Unified Bridge – within arm’s reach

Like an iceberg where the visible glistening part is only a small Our Unified Bridge offers the operator performance, simplicity and
fraction of the whole object, the Rolls-Royce Unified Bridge is the safety with proximity.
human-machine interface of a broader and deep integration of ship
systems. Proximity is having information that the operator may require
quickly and unambiguously available, and controls c­ onveniently­­
The role of Unified Bridge is to provide the operator with a ­functional at hand to carry out whatever action is needed. The graphical ­user
and easily used human-machine interface with e ­ rgonomically interface is clear, and based on the philosophy ‘what you see is what
placed control levers, touch screens by which systems can be called you need’.
up and controlled, and logically presented information on system
status. The brigde itself is built up from a series of modular consoles with
controls and screens, the layout of which is designed to suit ­various
The goal is to lower the operator’s cognitive load and make types of vessels. Its design is based on results from a ­continuing
the ­workflow more efficient. In safety-critical situations a low- Rolls-Royce human factors research project which has involved
er ­cognitive load will require less attention on how to operate observation studies and data ­collection from vessels in service, to
the ­system and enable more focus on the actual operation, establish what ships’ crews actually need for safe and ­effective ship
hence increasing the ­operational safety. This reduces the risk operation, and how best to present information ­without cognitive
of ­environmental consequences of possible accidents causing overload. The research work has also included testing experimental
damage to crew, vessel or ­installations. Over many years we have layouts to evaluate the cognitive loads on dynamic positioning (DP)
devoted ­substantial ­resources to ­development of systems and operators.
­human-­machine i­ nterfaces on board to support the complexity of
marine operations today.

Key product benefits:

• Holistic user experience • Unified dimming of lights from one location
• Proximity to monitoring and controls • Variation of work position, seated or standing
• Consoles, levers and chairs are ergonomically developed • Improved view of the aft deck for PSV and AHTS to support
• Software application interfaces are consistent and safer operations
­well-­designed • Integration of auxiliary equipment (wipers, lanterns etc.) for
• Unified alert handling from one location control from one location

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Modularity enables systems to be optimised for a range of vessel
types including offshore, merchant, fishing and tugs. Third party
products can be interfaced, accessed and operated using the Acon
Bridge Control touch screen.

An offshore supply vessel is one of the more complex examples,

with two stations and bridge wing consoles. A forward facing
transit ­station focuses on ship control and navigation. There are
two ­operator chairs on rails, one on each side of a centre console,
and outside each chair is an outer console. This open-fronted layout
gives the watchkeepers an optimal view. The joysticks and control
levers are positioned so that the operator can work c­ omfortably
from a standing or seated position. Essential data such as the radar
picture and electronic charts are displayed on large touch screens
while other systems are monitored and controlled from a series of
smaller touch screens located in the consoles. The setup is flexible
so that different screens can be used for different ­systems and
functions as the operators prefer. As most functions are ­accessed
via touch screens, the number of buttons mounted on the consoles
has been greatly reduced. Those that remain are typically those
where push buttons and indicator lights are either ­mandatory or
desirable, for instance fire alarms. Main controls and screens are
also located in consoles on the bridge wings.

The aft facing station focuses on dynamic positioning and

­anchor handling o­ perations and safe transfer of cargo to rigs and
­platforms.

Unified Bridge collects the controls and status information for all
these systems and presents them to the ship operators in a clear
and logical way, helping to reduce fatigue, prevent mistakes and
misunderstandings and so improving safety at sea.
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Automation and control

Human factors

When developing the ergonomics of the Unified Bridge we carried We have developed control levers through several generations.
out realistic studies in our ship simulator using state of the art eye They fall easily to hand and can now be delivered motorised to give
tracking equipment. We ran holistic bridge evaluations comparing tactile feedback, as well as having clear indication of position. Levers
interactions between operators and equipment and tested concepts and joysticks are optimised for application, such as ­thruster and
and novel software. ­propulsion control, dynamic positioning (DP), crane control and
multiple levers for ­simultaneous operation of up to three winches.
Consoles and seat heights are chosen to comply with classification
rules and to the ergonomic standards for normal working area and The devices all share the same design philosophy, physical ­footprint
a wide unobstructed field of view. Control levers are located in the and common bus interfaces. Contactless potentiometers replace
consoles to allow comfortable operation either standing or seated mechanical versions, preserving greater measurement accuracy
and the front end of the consoles is angled to give a natural wrist over time. Push buttons, displays and indicators are integrated in
angle where the operator has to maintain a static position for long the ­devices and tailored to the specific system they are controlling.
periods, for example during winch ­operations. All screens and other ­Design is based on isolated dual electronics and sensors enabling
items that need to be accessed are within easy arm’s reach. devices to be connected to two different systems ­simultaneously
with galvanically isolated communication lines. In the case of
The ’unified look and feel’ philosophy is applied to all of our new
propulsion and thruster controls the levers can be connected
software applications, interfaces are consistent, with a common
independently to both the main and the backup system. Likewise,
way of navigating across systems, the same alert philosophy and a
the DP joystick can be connected separately to both the DP and
common way of switching between systems. This gives the user full
­independent joysticks.
overview and control.

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Operator’s chair
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The operator’s chair is supplied either to slide between consoles, where
controls and armrests are located on the consoles in the Unified Bridge, or
as a freestanding unit, the Unified Chair with controls and screens in the
armrests. Basic design of the chair is the same, with focus on a full range
of adjustments to suit different body shapes and sizes, and comfort when
occupied for long periods. Upholstery combines leather and alcantara for
hard wear and freedom from clamminess. The narrow backrest design
gives support but it is easy to move about or turn around.
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Padded armrests have integrated tracker balls and a touch screen display.
A standard arrangement for operator devices and panels is included,
close to the user, angled for optimal wrist alignment and laid out for
maximum comfort and minimum strain.

1. Winch speed and tension

control

2. DP joystick

3. Propulsion and azimuth

control

4. Helmsman and rudder

control

5. Tunnel thruster control

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Automation and control

Dynamic positioning

Icon DP is a range of dynamic positioning systems from Icon DP uses the Rolls-Royce Common Control Platform system
­Rolls-Royce. We supply complete systems that meet the ­positioning ­architecture, hardware and software.
­requirements of many types of vessel that are equipped with
DP classifications
­suitable propulsor/thruster arrangements, from simple systems to
We engineer systems to meet the needs of the vessel, from the
those meeting the strictest redundancy requirements.
­simple to those satisfying any of the IMO DP classes.
These DP systems are made up from two main elements – one is
There has been a continuous development of positioning systems
the Icon DP control system that takes information from position
over the past 40 years, from simple joystick control, followed by
reference systems such as DGNSS, and laser radars, processes it,
the operator chair, and DP. Our first system meeting IMO DP2
and i­ ssues commands to the propulsors and thrusters to move the
were ­delivered in 2006. By 2012 over 100 vessels were sailing with
vessel to the desired position and heading, then ensuring it is held
­Rolls-Royce DP systems. DP was integrated in the new Unified
against the forces from wind, waves and current trying to drive it
Bridge, with the first vessel having this high level integration and
off station. The other element is the Icon DP operator station, the
­human-machine interface entering service in 2014.
­effective and functional interface between the operator and the
­system, designed to simplify DP operations and to bring the system Much of our production is of IMO DP2 systems, with an increasing
physically closer to the ­operator, enhancing both performance and number of DP3 installations.
safety.

Award for interaction design and user interfaces

The Unified Bridge and Icon DP has been awarded the Norwegian Design Council 2015 award for d ­ esign
­excellence. The awarding jury said: “In a conservative ­business with many class regulations, it is a
challenging task to develop ­innovative s­ olutions for user interfaces. This solution appears significantly
better than ­competing solutions, and the quality of the interaction design is high. The user interface is
based on modern navigational ­principles. The work surfaces are layered, which enable navigation on
one surface, and with the touch screen reduces cognitive load for ­operators.”

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The latest introduction is DP2+. This provides even higher levels of
availability by giving the ability to maintain DP2 class requirements
even after a single worst case failure. Icon DP2+ supports full
3-split power bus designs. There is an additional operator station
making three in all, three main DP controllers running in triple
redundant configuration, four separated powered sensor groups
and IO groups, a dual network ring and also the option of dual
independent joysticks.

DP2+ can be extended to provide positioning to DP3 rules with a

very high level of redundancy. In this case a DP2+ system is extended
by the addition of a single stand-alone back-up DP.

Typical applications: Key product benefits:

(for all vessels with suitable thruster/propulsor arrangement) • Sophisticated thrust • Eco positioning
allocation • Online capability analysis
• Offshore support vessels/ • Work boats/Tugs
• Way-point tracking • Motion prediction
Anchor handlers • Heavy lift
• Follow ROV • Built-in trainer
• Subsea construction • Windmill installation and
• Follow Barge • System logging
vessels/Drilling vessels support vessels
• Pipeline inspection mode • Playback
• Yachts
• Pipe lay and cable lay

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Automation and control

Propulsion and thruster control

Rolls-Royce provides systems and equipment for control of

propulsion, from the human machine interface with levers and
screens on the bridge and in the control room, to control and
monitoring of diesel and gas engines, propellers, waterjets,
thrusters and steering gear. Complex systems such as diesel electric,
gas electric and hybrid propulsion are catered for.

Propulsion, thruster and steering control provides the operator

with a clear picture of the propulsors and thrusters in use at the
time, with magnitude and direction of thrust shown pictorially and
numerically. When used in integrated solutions (Unified Bridge)
the screen may be shared with the Poscon joystick and the Icon DP
systems. Three situations can be called up on one screen, giving the
operator a clear appreciation of status.

Systems are designed to give the operator intuitive control of

propulsion. Control levers and the operation panels and the
underlying control architecture are optimised for the various
applications of propulsion systems, but always based on the

Key product benefits: Typical applications:

• Easy and safe operations • Offshore service/support • Heavy lift
• Ergonomic design vessels • Windmill installation and
• Possibility of redundant control systems • Yachts support vessels
• Seamless integration in the Rolls-Royce Unified Bridge and • Work boats/Tugs • Patrol vessels
with other Rolls-Royce equipment • Drilling vessels • Cargo vessels

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­ olls-Royce Common Control Platform and standard hardware and
R
software modules.

For offshore vessels and others with multiple propellers and

­thrusters for propulsion, and retractable and tunnel thrusters
for manoeuvring/positioning, our control systems and control
­­levers have follow-up and ergonomic design and integrated push
­buttons for all key functions including command transfer, alarm
­acknowledgement and selection of back-up control. The screen gives
the operator a clear view of status of the propellers and t­ hrusters
with system warnings, alarms and soft buttons for o ­ perating main
­functions. Separate views of each propeller or thruster can be
called up for more detailed information on ­functions and settings.
­Propulsors with variable pitch and r­ evolution have combinators for
these parameters programmed to suit the specific vessel.

For vessels such as azimuth thruster tugs, control levers are

­comfortable to operate standing or sitting, and can be specified
with or without follow-up.

Waterjet propulsion is chosen for a wide variety of fast c­ ommercial,

paramilitary and naval vessels. The control systems are configured Azimuth thruster tugs and waterjet propelled patrol vessels boats are
to suit the vessel, its waterjet arrangement and its operation, just two examples of vessel types where Roll-Royce provides ­control
but based on the Common Control Platform with standardised systems that are intuitive to use, with control levers and ­information
displays that are ideal for the application.
­hardware and software modules. Multiple waterjets, ­steerable/
reversible or boost, can be controlled by a single joystick in both
transit and manoeuvring modes. We supply optimised systems for
the bridge of large fast ferries, specialised vessels, and smaller high
speed craft with lively motions in a seaway where the operator will
be strapped in a suspension seat.
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Automation and control

Ship automation

Acon is our newest generation of automation systems (IAS) Acon automation covers a range of functions including the status
designed to control and monitor ship operational systems and of machinery, the management of electric power generation and
equipment. Acon IAS ensures a robust, flexible, modern and reliable distribution of tank contents with gauging and pumping systems.
ship environment. Apart from providing the operator with information via the
graphical user interface, and through the structured audible and
Acon is built on our standardised software and hardware platform
visual alarm system, Acon automation is also the basis for data
called Common Control Platform (CCP) which ensures seamless
logging. Logged information can be used to improve maintenance
software integration, efficient upgrades and access to spare parts.
planning, reduce machinery running hours and general wear and
It is scalable and comes as a multipurpose integrated solution,
tear and when combined with data transfer it can improve fleet
or as a standalone system. It can be connected to the Rolls-Royce
management.
Ship Integration Network for easy information sharing between
shipwide systems and equipment. We offer several Acon products as stand-alone sub-systems or at
various levels of system integration.
Designed for usability the operator interface is tailored to the
ship and gives access to the underlying ship systems through an With LNG becoming more important as a marine fuel, our Acon LNG
ergonomic standardised interface specifically designed for easy and control system covers bunkering, control of gas supply to engines
safe operation. plus alarm and monitoring functions warning of gas leakage. All
regulatory requirements for emergency shut down are handled by
Multifunctional displays allow the operator to choose which
the Acon system.
information is to be collected and presented together, while class
defined critical information is displayed at all times.

The Acon IAS has a redundant system architecture. Distributed IO

cabinets and redundant Rolls-Royce controllers communicate on a
redundant network connected to independently working operator
stations, offering a high level of safety against breakdown.

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Bridge control
The Acon Bridge Control (ABC) system provides additional control
for auxiliary systems like wiper, lanterns, deck ligths, bridge ligths,
common dimming etc. The system is built around the concept of
moving functionality closer to the operator by integrating auxiliary
bridge equipment functionality into a common user interface
and corresponding panels can be moved from the consoles to a
dedicated area for manual control. The system also provides a
uniform way of interacting with different technologies and opens
up more space for placement of important main operational
equipment.

The system integrates the appropriate functionality from each

interfaced system. Original auxiliary systems should not be
modified to suit the ABC system; original user interfaces shall be
available at the manual control station/manual equipment station.
A malfunction in the ABC system shall not affect the interfaced The Acon Bridge Control home screen will give you
systems and malfunctions in the integrated systems shall not affect a complete overview of alarms and bridge activities.
the ABC system. In case of malfunction or error, the operator will be
informed through audible and visual alarms.

Bridge navigation watch and alert system

The Acon Bridge Navigational Watch system (BNWAS) helps to
prevent marine accidents.

It monitors bridge activity and detects operator disability during

one-man bridge operation. BNWAS meets NAUT-OC/AW, NAUT-OSV,
IMO MSC.128 and IEC 62616 requirements.

The Acon Central Alarm Management system (CAM) gives audible

and visible navigation, watch or distress warnings on the bridge
which can be silenced from the operator panels. If no action is taken
the alert situation may be escalated via the BNWAS. CAM meets
NAUT-OC/AW, NAUT-OSV and IMO MSC.302 requirements.

BNWAS/CAM is designed to be connected to a voyage data recorder

(VDR). The Acon BNWAS/CAM alert screen will give you
a complete overview of bridge alert status.

Key product benefits:

• Dual redundant network and controllers • Supports 2 and 3 zone split
• Single control point for multiple products • Energy module supports user with CEEMP/SEEMP compliance
• Better overview of ship process systems and equipment
• Unified look and feel
• Distributed IO system

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Automation and control

Alarms, control and monitoring

LNG – ESD
The Acon LNG control system covers both the supply of gas at the
correct temperature and pressure to the engines, and also bunkering
operations, as well as onboard LNG tanks. Sensors at key points
including the double wall gas pipes give warning of any leakage. The
screen gives the operator full information on system status.
In the event of problems with the LNG equipment the emergency
shut down (ESD) system in the Acon automation will render the
storage and supply safe, meeting classification society and other
rules.

Power management
Acon Power Management provides full control of the ship’s electric
power distribution system. It gives the operator information
and control over power consumption, power capacity and power
generation. Easy operation and equalising of power load demand and
capacity is also ensured.

A winch interface is available, of special importance for offshore

anchor handlers. Winches are among the largest power consumers
and the most stability-relevant equipment on this type of vessel.
Full interfaces with winch equipment ensure a complete proactive
approach to power management and ship stability.

Tank sounding system

The ship’s tank level sounding system. Electropneumatic tank
equipment, in addition to electronic and radar sensors, is used for
level measuring. The data is then processed and transferred to the
operator stations where the tank information is easily configured and
monitored.

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Control
The ship’s control system for pump and valve operations including
cargo handling and machinery systems.

The customised mimic diagrams provide easy operation via an

uncluttered overview of the ship’s systems and its resources.
Processes can be tailored to be fully automated.

Alarms
Acon alarm continuously surveys machinery and systems and gives
audible and visual warning of equipment failure, off-limits situations
or where equipment has exceeded stipulated maintenance intervals.
Alarms are structured and presented in a logical way. The operator
can see the current alarms listed on the central screen on the bridge
and control room, together with current values of the measured
parameter, gaining a quick appreciation of the severity of the alarm
situation.

Machinery
The monitoring systems display information on the engines and
propulsion system. This includes oil and water temperatures
and pressures, exhaust temperatures, engine powers and loads.
Individual engines and propulsors can be called up for full overview
of operating data.

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Automation and control

Energy management

An online portal to view, record and compare energy efficiency Individual vessel reporting is available, showing an overview of
performance of your fleet; focusing on fuel consumption, emissions vessel operational mode, equipment running hours and fuel
and operations. consumption of each operational mode. It is possible to view the
historical trends of vessel operational data for each operational
We know our customers are interested in reducing energy mode. Fleet reporting allows customers to make comparisons across
consumption and becoming more environmentally friendly. their fleet, for example, to see which vessels are operating most
Also, that in some geographical areas it is necessary to have an efficiently and to identify areas for energy efficiency improvement.
energy monitoring system in order to meet industry regulations, Furthermore, the system gives customers an easy method of
and in other areas it is a feature which earns extra points during providing evidence to comply with emissions regulations, and
negotiations for charter contracts. enables customers to verify their return on investment in efficiency
improvement measures.
To meet these requirements, the Rolls-Royce Energy Management
system captures data on board, transfers the data ashore, processes
This system from Rolls-Royce is suitable for all types of vessels, and
the data and reports the data via a web portal. The web portal
can be installed while the vessel is under construction or as an
allows customers, wherever they are in the world, to view detailed
upgrade to a sailing vessel. We can also install the system on vessels
energy consumption of their vessels that are equipped with the
with equipment from both Rolls-Royce and other suppliers.
Energy Management system. The information in the portal is
Energy Management is offered as a service. Customers purchase the
updated on a daily basis.
hardware and software, and once this is installed, access to the web
portal is available by annual subscription.

Key product benefits:

• Identifies opportunities for reducing fuel consumption and • Accesses Rolls-Royce expertise for advice on suitable efficiency
exhaust emissions upgrades
• Conducts comparisons to reduce operating costs • Runs time per engine and per propeller, for each operational
• Produce evidence of compliance with emissions regulations mode
• Assesses and verifies efficiency improvement measures through • Energy efficiency index
actively quantifying performance • UREA consumption
• Supports user with CEEMP/SEEMP compliance • Vessel statistics comparisons

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Automation and control

Improving ship efficiency

The key issues for operators today are fuel consumption and cranes can benefit from feeding back power from winches or cranes
emissions. These are also the comparison criteria used by an into the system to cut primary energy demand. The energy storage
increasing number of charterers in vessel selection. With the devices can either be feeding the main switchboard or locally at the
introduction of Ship Energy Efficiency Management Plans, large consumers.
operators need a clear view of how much energy their vessels
use, and the evidence to back it up. The crew on board also need
good information on energy consumption so that with the help of
Rolls-Royce systems they can run their ship most efficiently.

We have developed new electrical solutions to improve overall

energy efficiency and operating flexibility, including hybrids for
different applications with batteries or supercapacitors as part of
the system.

For vessels with mechanical drive to CP propellers the Rolls-Royce

HSG system can give a welcome boost to efficiency. It allows
constant frequency electrical supply to be maintained even when
engine and propeller speed is varied to provide the best propeller
and engine efficiency under different operating conditions. Where
HSG gives fixed frequency power from a variable speed shaftline, or
a vessel works in several distinct modes needing different levels
electric drive to the propeller by genset for energy efficiency in different
of propulsion power, the electrical machine on the gearbox can vessel operating modes.
function either as a shaft generator or a motor fed with power
from gensets, ensuring that only the engines that are necessary
are run, and run at their point of lowest fuel consumption. HSG is
We are also providing vessels with energy saving systems under
also an effective interface to shore power, supplying the voltage
the SAVe label. These are integrated propulsion solutions that can
and frequency needed by the ship even when the shore network
be optimised for different operational modes on a wide range of
specification is different, and eliminating local pollution from
vessels, saving fuel and cutting emissions. They can be powered
running generator sets on board.
by high-speed and medium-speed engines, diesel or gas, running
Our Active Front End tranformerless AC/DC/AC converter systems at fixed or variable rpm and delivered with complete control and
allow energy storage devices; batteries and supercapacitors to monitoring systems.
be included to buffer short term power demand fluctuations, for
Rolls-Royce control and automation looks after all these systems and
example on vessels in DP mode, to provide power boost, allowing
provide the crew with clear information enabling safe and effective
combustion engines to run at more constant and fuel-efficient
operation.
power levels. Vessels with large winches and heave compensated

SAVe Cube has all frequency converters, drives and

switchboards integrated in a single cabinet to save
space and simplify installation. Additional battery
power is available for low-speed transits or peak
power load smoothing.

The SAVe Safe system has diesel electric propulsion

with distributed batteries that provide load
smoothing to reduce generator requirements and
offer continuous power to thrusters to improve
system redundancy.

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Automation and control

Remote diagnostics

It is crucial that our customers can always count on our reliable Once a safe connection is established, maintenance and
support. Therefore Rolls-Royce is introducing Remote Access, a tool troubleshooting can commence in cooperation with the crew.
that enables our engineers ashore to remotely access the
The main benefits of remote access include reducing the need
Rolls-Royce systems on board a vessel to give operational support
for costly on-site service visits and provision of everyday trouble-
and guidance, inspection of on-board systems and interfaces and
shooting assistance, leading to reduced vessel downtime. This is
preparation and investigation prior to service visits. It also enables
a secure solution through safe and reliable connections, and also
our service teams to fully understand the problems and be better
because total control of the procedure remains with the ship’s crew,
prepared for service attendance.
who decide when to activate the system.
To ensure a secure connection at all times, remote access creates
With remote access we can find system faults, download log files,
an encrypted VPN connection from our engineer’s computer to
and inspect the systems’ health, allowing us to offer advice on
the vessel. From anywhere in the world, via an internet connection
preventive maintenance.
which can be 3G, 4G, GPRS, VSAT or EDGE, the VPN’s encryption
allows access to the vessel’s Rolls-Royce control systems in a safe and When needed we can download the systems’ software for
secure manner. Access must be physically granted by the vessel’s inspection and adjust some of the systems’ parameters and limits.
crew for Rolls-Royce to be able to use remote access.

Remote access available on the following products: Typical applications:

• Propeller and thruster controls • Switchboards Remote access can be installed
• Icon DP • Black Out Prevention system on any new vessel, but also as
• Acon automation • Power Management system an upgrade on older vessels, as
• Towcon • Propulsion drive system long as they are equipped with
• Winch drive system • Auxiliary drive system any Rolls-Royce automation
• Synchro RTX Autotrawl • Electrical motors and control product.
• Energy Management system • Generators

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Automation and control

Product training

Any ship is made up of a large number of systems. The crew needs technical rooms and workshops fitted out with real equipment for
to understand how these systems work and interact if they are hands-on maintenance instruction.
to operate the vessel safely, and also if they are to operate it at We also provide tailormade courses to shipowners to enable
the highest level of efficiency with minimum wear and tear or them to train their crews in the operation of their new Rolls-Royce
­equipment failures. ­designed or equipped vessel.

To help crews achieve high standards of competence Rolls-Royce The majority of our training courses take place in Ålesund,
offers a wide range of training courses on products and their ­Norway, at the Rolls-Royce Technology & Training Centre. Here are
­associated control and automation systems. Our main objective is ­experienced instructors, simulators, workshops and classrooms for
to optimise our customer`s operations on all Rolls-Royce equipment theoretical and hands-on training in operation and maintenance of
through the delivery of world class, innovative training offerings, systems and products. Well-equipped regional training centres have
which serve to reduce operational risk and downtime, improve also been established in Niteroi, Brazil, covering South America, and
safety, meet regularity standards and maximise customer´s return in Singapore covering Asia.
on investment.

Typically, the courses cover operation with time in simulators where

appropriate, troubleshooting and maintenance using classrooms,

We offer training on the following systems:

• Dynamic positioning
• Automation systems
• Engine and propulsion controls systems
• LNG systems including LNG safety management
• Winch and towing systems

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Global service and support

Our support teams, located worldwide, are committed to helping you

manage the vital balance between operational availability and cost. Wherever
your vessel is located, Rolls-Royce support is close at hand.

Today, operational availability must be maintained in the number of our customers in maintenance planning and
most cost-effective way. Variable market conditions and recommending spares holding. By being involved from the
increasing competition should not undermine safe ship start we have the opportunity to focus on the activities that
operations. Therefore, we work closely with our customers make a difference, acquiring and pre-positioning service
to support their fleets, ensuring that they are operating or exchange parts to ensure a smoother overhaul process,
safely and at maximum efficiency, with the goal of virtually saving time spent in dock.
eliminating unscheduled downtime.
Committed to meeting different needs
A comprehensive menu of service solutions Above all, at the centre of our support philosophy, is
We are proud of the performance of our systems, and are recognition that all customers have different and often
keen to ensure that they continue to operate at their peak unique requirements, based on their fleet operations.
throughout their lifetime. Our services now range from Whatever the mix of requirements, Rolls-Royce is
conventional product support, with no impact on ship committed to meeting or exceeding them.
availability, through to a range of equipment and system
support packages with levels of vessel performance and
Upgrades
availability agreed, normally within a long-term risk and Many Rolls-Royce products are designed to remain in service
reward-sharing partnership called MarineCare. for several decades. To ensure these products maintain
the highest levels of operational safety, reliability and
Single point of contact productivity, we provide a range of equipment upgrades as
As we have progressively increased the breadth of our part of our lifecycle management plans.
product range, we have continued investing heavily in
Older vessels with earlier generation equipment can
the facilities and the talent needed to support them. As
therefore benefit from advances in technology so that they
multiproduct installations are becoming standard on a
remain competitive in their markets.
growing number of vessels, customers benefit from a single
point of contact for support, which is usually the nearest Automation and control upgrades include updating of
Rolls-Royce regional centre to the vessel’s location. automation systems and user interfaces to take advantage
of latest human factors thinking and hardware/software
Reducing through life costs
advances, and also upgrades of dynamic positioning (DP)
Reducing operating costs and maximising availability
systems.
is our objective. This has led us to work closer with a

22
 Longva NEW ZEALAND Peterborough
NORTHERN EUROPE (Automation) SOUTHERN EUROPE (Naval Undersea Systems)
Tel: +47 815 20 070 Christchurch Tel: +1 705 743 9249
DENMARK C R OAT I A Tel: +64 3 962 1230
Molde St. John´s
Aalborg (Cranes) Rijeka SI NGAPORE Tel: +1 709 748 7650
Tel: +45 99 30 36 00 Tel: +47 70 31 15 00 Navis Consult
Part of Rolls-Royce Marine Singapore Vancouver
FINLAND Oslo Tel: +385 51 500 100 (Head Office, Marine) Tel: +1 604 942 1100
(Repr. Office) Tel: +65 68 62 1901
Helsinki Tel: +47 815 20 070 GREECE CHILE
Tel: +358 9 4730 3301 (Sales and Service)
Ulsteinvik ­ iraeus
P Tel: +65 68 62 1901 Santiago
Kokkola (Design & Ship Technology, Tel: +30 210 4599 688/9 Tel: +56 2 586 4700
(Waterjets) Offshore) VIETNAM
Tel: +358 6 832 4500 I TA LY M E X I CO
(Propulsion)
Tel: +47 815 20 070 Vung Tau City
Rauma Genova Tel: +84 64 3576 000 Veracruz
(Propulsion/Deck Machinery) Tel: +39 010 749 391 Tel: +52 229 272 2240
Tel: +358 2 837 91 POLAND
NORTHEAST ASIA USA
Gdynia S PA I N
F RA N C E
Tel: +48 58 782 06 55 CHINA Annapolis
Bilbao
Paris Tel: +34 944 805 216 (Naval Marine Inc)
(Naval Marine) Gniew Dalian
(Deck Machinery) Tel: +1 410 224 2130
Tel: +33 147 221 440 Madrid Tel: +86 411 8230 5198
Tel: +48 58 535 22 71 (Shiplift Systems)
Tel: +34 913 585 319
Rungis Hong Kong Tel: +1 410 224 2130
Tel: +33 1 468 62811 SW E D E N Tarragona Tel: +852 2526 6937
Tel: +34 977 296 444 Galveston
GERMANY Kristinehamn Shanghai Tel: +1 409 765 4800
(Propulsion) TU RKEY (Sales and Service)
Hamburg Tel: +46 550 840 00 Tel: +86 21 2030 2800 Houston
(Sales and Service) Istanbul Tel: +1 281 902 3300
UNITED KINGDOM (Deck Machinery)
Tel: +49 40 780 91 90 Tel: +90 216 446 9999 Tel: +86 21 5818 8899 Indianapolis
Bristol Naval Marine Inc)
THE NETHERLANDS AFRICA AND MIDDLE EAST Guangzhou Tel: +1 317 230 2000
(Head Office, Naval) Tel: +86 20 8491 1696
Rotterdam Tel: +44 117 974 8500 Long Beach, Cal.
Tel: +31 10 40 90 920 NAMIBIA JA PA N Tel: +1 562 989 0291
(Marine Gas Turbine Support)
N O R WAY Tel: +44 117 979 7242 Walvis Bay Ft Lauderdale
Kobe
Tel: +264 (0) 64 275 440 Tel: +81 78 651 6555 Tel: +1 954 436 7100
Dartford
Aalesund Tel: +44 1322 312 028
(Head Office, Commercial UNITED ARAB EMIRATES Tokyo New Bedford
Marine) Derby Tel: +81 3 3592 0966 (Naval Underseas Systems)
(Head Office, Submarines) Dubai Tel: +1 508 990 4575
(Control Systems) Tel: +44 1332 661 461 (Sales and Service) R E P U B L I C O F KO R E A
Tel: +971 4 883 3881 New Orleans
(Ship Design, Fish, Dunfermline Busan Tel: +1 504 464 4561
Specialised and Merchant) (Motion Control) (Naval Marine) Tel: +82 51 831 4100
Tel: +971 4 299 4343 Pascagoula
(Rudders) Tel: +44 1383 82 31 88 (Foundry - Naval Marine Inc)
Tel: +47 815 20 070 RUSSIA Tel: +1 228 762 0728
Newcastle ASIA PACIFIC
(Bearings) St. Petersburg Seattle
(Training Centre) Tel: +44 191 273 0291
Tel: +47 70 23 51 00 AU ST RA L I A Tel: +7 812 332 18 55 Tel: +1 206 782 9190
(RAS Systems) Vladivostok Walpole
Bergen Tel: +44 191 256 2800 Melbourne
(Engines) Tel: +61 3 9873 0988 Tel: +7 4232 495 484 (Naval Marine Inc)
Portsmouth Tel: +1 508 668 9610
(Foundry) (Marine Electrical Systems) Perth AMERICAS
Tel: +61 8 9336 7910 Washington
(Steering Gear) Tel: +44 2392 310 000 (Naval Marine Inc)
Tel: +47 815 20 070 Sydney B RA Z I L Tel: +1 703 834 1700
(Naval Marine)
(Power Electric Systems) Tel: +61 2 9325 1333 Rio de Janeiro
Tel: +47 55 50 62 00 (Sales and Service)
INDIA Tel: +55 21 2707 5900
Brattvaag
(Deck Machinery and (Naval Marine)
Mumbai Tel: +55 21 2277 0100
Steering Gear) Tel: +91 22 6726 3838
Tel: +47 815 20 070
C A N A DA
M A L AYS I A
Hjørungavåg
(Deck Machinery Seismic and Dartmouth
Kuala Lumpur (Naval Undersea Systems)
Subsea) (Naval Marine)
Tel: +47 70 01 33 00 Tel: +1 902 468 2928
Tel: +60 3 2026 1990

© Rolls-Royce plc 2015

The information in this document is the property of Rolls-Royce plc and may not be copied, or c­ ommunicated 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.

Whilst this ­information is given in good faith ­based upon the latest ­information available to Rolls-Royce plc, no
warranty or r­ epresentation is given concerning such information, which must not be taken as establishing any
­contractual or other c­ ommitment binding upon Rolls-Royce plc or any of its ­subsidiary or ­associated companies.

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