Azipod Unit General

General
1
MARINER OF THE
SEAS
KMY NB1348 2 Safety Instructions
7138MP
AZIPOD UNIT
GENERAL
First sight inside Azipod
3 – photos from inside pod
Volume 1
4 Azipod Operational Instructions
5 Maintenance
6 Azipod Mounting and Dismounting
Back to Start
7 Shafting and Overhaul
Volumes Overview:
1 General
2.1 Mechanical Parts 1
2.2 Mechanical Parts 2 8 Spare Parts
3 Air Cooling
4 Steering Hydraulics
5 Emri User Manual
6.1 Emri Service Manual 1
6.2 Emri Service Manual 2
7.1 Emri Inst. Manual 1 (General) 9 Service Bulletins
7.2 Emri Inst. Manual 2 (CCT Lists 1)
7.3 Emri Inst. Manual 3 (CCT Lists 2)
8 Propulsion Motor
9 Electric & Automation
10
ABB Oy
MARINER OF THE SEAS – 7138MP
Marine and Turbocharging
Issued by Date Language Approved by Revision Page
VAP/BJö 9.10.2003 Eng. C 1/18
Table of Contents
Vol 1 GENERAL
1 General
Azipod unit assembly 7138MP.2910.200 D
Fixipod unit assembly 7138MP.2910.250 E
2 Safety instructions
Safety instructions for working inside the Azipod unit 5600003 A
Confined Space Manual 5601430 A

-
3 First sight inside Azipod
Photos inside Azipod unit 5601759 A ç
4 Azipod Operational Instructions

Azipod Operational Instructions 5600957 B
Appendix 2; Crash Stop for 3 pods

Remote control outline description 7138MP.4100.101 C
5 Maintenance
General 5601502 A
Maintenance interval table 7138MP.2910.110 C
Lubrication and hydraulic oil recommendation 7138MP.2600.100 B ç
Welding instructions for Azipods 3AFM5600005 A
Propeller and thrust bearing oil sampling instructions 7138MP.2600.102 A ç
Azipod steering gear oil sampling instructions 7138MP.3110.100 D ç
Bearing condition monitoring, Azipod, Lay-out 7138MP.2200.200 1/2 B
Bearing condition monitoring, Fixipod, Lay-out 7138MP.2200.200 2/2 B
Condition monitoring of Propeller and Thrust bearing with 5600020 B

FAG DtectX1
FAG DTECTX1 shock pulse tester, Data sheet 5600021 A
6 Azipod Mounting and Dismounting

Azipod Mounting and Demounting instructions 7138MP.2900.600 C
Azipod unit assembly (full scale drawing, see vol. 1-1) 7138MP.2910.200 D
Fixipod unit assembly (full scale drawing, see vol. 1-1) 7138MP.2910.250 E
Description of Azipod lifting 7138MP.2900.602.01 D
Azipod Lifting 7138MP.2900.602 E
Shaft shield and rope cutter,Azipod 7138MP.2440.500 C
Shaft shield and rope cutter,Fixipod 7138MP.2440.550 D
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ABB Oy
MARINER OF THE SEAS – 7138MP
VAP/BJö 9.10.2003 Eng. C 2/18
Zinc anodes for Azipod hulls, Azipod 7138MP.2330.502 C
Zinc anodes for Azipod hulls, Fixipod 7138MP.2330.552 B
Propeller nut locking 7138MP.2440.501 B
Key for propeller nut 7138MP.2440.502 B
Propeller mounting and dismounting, Azipod 7138MP.2100.600 B
Propeller mounting and dismounting, Fixipod 7138MP.2100.650 B
7 Shafting and Overhaul

Fitting of rotor and shaft, Azipod 7138MP.2400.600 D
Fitting of rotor and shaft, Fixipod 7138MP.2400.650 C
8 Spare Parts
Spare parts in general 5601501 A
- Part List 7138MP.5010.100 A
9 Service Bulletines
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ABB Oy DOCUMENTATION FOR
Marine and turbocharging
MARINER OF THE SEAS
VAP/BJö 8.4.2003 Eng
1. GENERAL
P:\Projektit\7138MP\Asiakasdokumentit\Etulehdet ja Sis.luettelot\FP_SUB_Vol01-09.doc
R
R
MARINER OF THE SEAS
2. SAFETY INSTRUCTIONS
Safety Instructions 5600003
ABB Azipod
Issued by Date of acceptance Language Approved by Revision Page
MEN/BJö 15.11.2001 en ES A 1/6
SAFETY INSTRUCTIONS
FOR WORKING IN THE AZIPOD UNIT
Never enter the Azipod Unit without an assistant outside!
In addition to these safety instructions, make sure that when

working in the Azipod, all the local safety regulations are also
complied with!
5600003A Last saved on 29.8.2003

ABB Azipod
MEN/BJö 15.11.2001 en ES A 2/6
Table of contents:
1. GENERAL............................................................................................................................................... 3
2. SAFETY INSTRUCTIONS .................................................................................................................... 3
2.1. ACTIONS ON THE BRIDGE/ IN THE ECR............................................................................................. 3
2.2. ACTIONS AT PSO SWITCHBOARD ........................................................................................................ 4
2.3. ACTIONS IN THE CYCLO CONVERTER ROOM................................................................................. 4
2.4. ACTIONS IN THE AZIPOD ROOM ....................................................................................................... 4
2.5. WORKING INSIDE THE AZIPOD UNIT .............................................................................................. 5
2.6. SPECIAL REQUIREMENTS FOR WORKING INSIDE THE AZIPOD SLIPRING UNIT............. 5
5600003A Last saved on 29.8.2003

ABB Azipod
MEN/BJö 15.11.2001 en ES A 3/6
1. GENERAL
This document defines the safety instructions that has to be taken in account before
entering the pod.
CAUTION!
Never enter the Azipod Unit without an assistant outside!
CAUTION!
In addition to these safety instructions, make sure that when working in the
Azipod, all the local safety regulations are also complied with!
2. SAFETY INSTRUCTIONS
The following operations must be done before going inside the Azipod Unit!
NOTE!
If one or more of the following actions has not been done, going inside the Azipod unit is
strictly forbidden.
Before starting any of the following actions, inform all the necessary persons about the
safety actions, before work inside the Azipod unit will be started. Remind the people on the
Bridge and in the ECR that there will be several alarms because of the safety actions.
Decide the right position for the Azipod unit before stopping the steering gear hydraulics.
The position should be selected so that the route inside the Azipod unit is as practical as
possible.
2.1. ACTIONS ON THE BRIDGE/ IN THE ECR
1. Stop the vessel.

- The vessel must be stopped and she should readily be at the shipyard or harbour to
avoid the un-controlled turning of the Azipod unit.
2. Stop the steering gear.

- The steering gear of the examined Azipod unit must be stopped.
- Check from the pump control panel that the steering gear pumps are stopped.
3. Stop the cyclo converter drive.

- Cyclo converter drive of the examined Azipod unit must be stopped.
- Check from rpm meter that the rpm value is 0.
4. Stop the cooling fans.

- Cooling fans of the examined Azipod unit must be stopped.
5600003A Last saved on 29.8.2003

ABB Azipod
MEN/BJö 15.11.2001 en ES A 4/6
2.2. ACTIONS AT PSO SWITCHBOARD
1. Open the main circuit breaker of the propulsion drive

- Main circuit breakers of the examined Azipod unit must be opened and transferred
to the earthing position.
2.3. ACTIONS IN THE CYCLO CONVERTER ROOM
1. Press down the Emergency stop push button.

- Cyclo converter of the examined Azipod unit must be switched off.
- Lock down the Emergency stop push button and equip with
“Don’t switch, men at work” plates.
2. Put on the earthing tool.
- The cyclo converter of the examined Azipod unit must be earthed at supply side.
- Equip the cubicle with “Don’t switch, men at work” plates.
- Cyclo converter excitation output must be earthed.
Location for the steps 3… has to be received from the shipyard.
3. Switch off the auxiliary power supplies for Azipod unit.

- Examined Azipod unit auxiliary power supplies must be switched off.
- Main switches must be equipped with “Don’t switch, men at work” plates.
- Auxiliary power supplies are the following:
- Azipod motor standstill heating, 1 supply/ Azipod unit
- RMB unit standstill heating, 1 supply/ Azipod unit
- Azipod unit drainage pumps, 2 supplies/ Azipod unit
- Thrust bearing circulation pumps, 2 supplies/ Azipod unit
- Propeller bearing circulation pump, 1 supply/ Azipod unit
- Magnetic solenoid valve, 1 supply/ Azipod unit
- RMB unit power supplies, 2 supplies/ Azipod unit.
2.4. ACTIONS IN THE AZIPOD ROOM
1. Switch the cyclo converter to “Local control” position.

- Cyclo converter of the examined Azipod unit must be switched to “Local control” at
RCU unit panel. Confirm changeover from GOP panel.
- Press down the Emergency stop push button at RCU unit panel.
2. Switch off the cooling fans.

- Cooling fans (4 off) of the examined Azipod unit must be switched off by local main
switch.
3. Switch the Servo units to “Local control” position.

- Servo units (2 off) of the examined Azipod unit must be switched to “Local control”.
Note that in both Servo units is two (2) separate “Local/ Remote” switches (one for
starter ctrl, one for steering ctrl), so totally four (4) switches must be switched to
“Local control” position.
4. Switch off the hydraulic pump motor starters.
5600003A Last saved on 29.8.2003

ABB Azipod
MEN/BJö 15.11.2001 en ES A 5/6
- Hydraulic pump motor starters (2 off) of the examined Azipod unit must be switched
off by local main switch.
5. Switch on the turning brake.

- The turning brake (1 off) of the examined Azipod unit must be locally switched on.
6. Switch on the shaft brake.

- The shaft brake (1 off) of the examined Azipod unit must be locally switched on (see
a separate instructions).
7. Open the necessary Azipod service hatches.

- If you can’t use only the route through the cooling air channel, open the necessary
service hatches.
2.5. WORKING INSIDE THE AZIPOD UNIT
After these steps the Azipod unit is prepared for inside working. Especially attention should
be paid to the personal equipment before going inside the unit:
- Check that you don’t have any parts in your clothes or pockets that can be loosen
(e.g. buttons, buckles, etc.).
- Wear light shoes, safety shoes are not allowed.
- It is suitable to wear special harness, so e.g. in the case of an accident, you can be
helped out from the unit.
- Secure all tools with rope or corresponding way.
- Arrange adequate lightning inside the Azipod unit. Note that you should use working
lights, max. 24 VDC.
- Do not go inside the Azipod unit without a notice to all necessary persons!
- You must always have an assistant in the Azipod room during work inside the
Azipod unit. Arrange a telephone line to your assistant if you can’t hear him
otherwise.
- Check with a power detector that all electrical parts are dead before touching them.
- You may not leave any foreign parts inside the Azipod unit. To secure that, count all
the tools and spare parts before going inside the Azipod unit and also just after
getting outside from the Azipod unit.
2.6. SPECIAL REQUIREMENTS FOR WORKING INSIDE THE AZIPOD SLIPRING UNIT
1. The before mentioned operations (2.1, 2.2, 2.3 & 2.4) must be done for the Azipod unit
to be examined, before opening the Azipod Slipring unit hatches.
2. Open the high voltage connection box.
3. Check that all the electrical parts are dead before touching them. Use a high voltage
(> 1 000 VAC) power detector.
4. Put on the earthing to the Slipring unit.

- Slipring unit of the examined Azipod unit must be earthed with separate cabling.
- 1. put the cable to the earth ball outside the slipring unit, 2. connect the cable to the
earth balls on the electric bars.
5600003A Last saved on 29.8.2003

ABB Azipod
MEN/BJö 15.11.2001 en ES A 6/6
- Basically, separate earthing for slipring unit is not necessary if the cycloconverter
drive is already earthed. Still, it is strongly recommended to secure the earthing
within seeing distance.
5. Pay special attention with all tools and parts inside Azipod Slipring unit; foreign particles
left inside the Azipod unit can be fatal. Secure all the tools with rope or corresponding
way.
5600003A Last saved on 29.8.2003

MARINER OF THE SEAS
3. FIRST SIGHT IN AZIPOD

- PHOTOS INSIDE THE POD
ABB Oy First sight in Azipod 5601759
VAP/BJö 3.10.2003 Eng. SHa A 1/8
First sight in Azipod – photos inside
1. Introduction
This document is intended to give a person, unfamiliar with the Azipod, a first
“introduction” before going into the pod.
Due to limited space inside Azipod, the views of the photos are quite narrow
angled. Despite of that, we hope they still will serve for guidance.
Note! This document does not comprise the Fixipod unit.
2. Actions before entering Azipod
Before entering the pod, make sure you are acquainted with the “Safety
instructions for working inside pod” found in the previous section of this
volume.
Take also in account that all local safety regulations are complied with.
3. Entering the pod
Steps
Service hatch Down to

Air Cooling Unit the pod
Pic. 1 Enter the pod through the service

hatch in Air-Cooling unit.
An alternative way is through the
maintenance hatch found close to
the slipring unit.
Pic. 2 Inside air-cooling channel, half
way to the slipring unit.
Pic. 3 Foundation for slipring unit
4. The trip has started – propeller side
Steps
Service hatch ZMC-units

(underneath
slipring unit)
Junction box
JB 2
Connecting
bolts for gear
rim
Pic. 4. Looking down into pod.
Pic. 5. Gravity line seal tank no 3.
Junction
box JB 2
Pic.6. ZMC-boxes (Azipod Marine Computer). Pic.7. Below VMB box (Vibration Monitoring Box
Above ZMC on left is JB 2. for Bearing Condition Monitoring).
Above JB 1.
Shaft -
Propeller side earthing
bearing
Tachometer
Pic.8. View down to pod. In front on both sides; Pic.9. A close up view down from pod.
seal tanks no. 1 and 2. Propeller bearing housing straight
ahead.
Plug for
endoscopy
Pic.10 Detailed view of propeller bearing Pic.11 Tachometer assemblies.

topside.

Prop. bearing
housing
Seal Temperature
system sensor
drainage
pump
Seal system
drainage tank
Pic. 12 Seal system drainage tank no. 5.
Pic.13 Seal system drainage pump.
Manual
operated valve
Pump unit
Bearing Level
sensor
Pic. 14Drainage pumps “Piranha” at the Pic. 15Propeller side oil pump units
bottom of pod.
Sampling
valve
Pic. 6b. Propeller side: Air space system

drainage tank. Drainage /
sampling valve
Pic. 16 Exciter machine and diodes
5. … And is continuing – thrust bearing side
Level sensor
Bulkhead
Steps
Pic. 17. View down to pod's thrust Pic. 18. Same view as beside but looking
bearing side. upwards from half way down.
Camera Exp. chamber for shaft Shaft turning Shaft locking

brake. machine device
Oil pump Shaft earthing Shaft brake

(in the gap)
Pic. 19. Thrust bearing side looked from Pic. 20. A close up view of thrust bearing
above. side equipment.
Pic. 21. Shaft brake. Pic. 22. Expansion chamber for shaft
brake.
Bearing Condition
Bearing Monitoring sensor
Thrust bearing Level sensors Temp. sensor
oil pump
Pic. 23. Thrust bearing side seen from Pic. 24. Thrust bearing sensors.
above.
6. REVISION
Rev. Page (P) Description Prep. Date Appr. Date

ind. Chapt.(C) Dept./Init. Dept./Init
A Based on doc. “First sight in Azipod – photos inside 7137MP” 2003-10-03 2003-10-03
VAP/BJö VAP/SHa
MARINER OF THE SEAS
4. AZIPOD OPERATIONAL
INSTRUCTIONS
We reserve all rights in this document and in the information contained therein. Reproduction, use or disclosure to third parties without express authority is strictly forbidden.  ABB
Azipod
Operation Instructions
Prep. T.Veikonheimo/VAD 2002-10-17 Azipod® No. of sh.
Appr. J. Ylitalo/VAD Operation Instructions 7

Resp.
dept. FIINMT/VAD
Document number Lang. Rev. ind. Sheet
ABB Oy / Marine & Turbocharging 3AFV 5600957 En A 1

TEMPLATE: DOCUMENT FOR STANDARD PRODUCTS PORTRAIT.DOT; FILENAME: 17.10.2002 AZIPOD O-INSTRUCTIONS - VER B; PRINTDATE: 29.8.2003 15:08; SAVEDATE:
26.11.2002 14:07
CONTENTS
1 GENERAL ............................................................................................................3
2 LOW SPEED MANOEUVERING .....................................................................3

2.1 Operation with 2 Azipods ...........................................................................3
2.2 Operation with 1 Azipod.............................................................................3
3 CRASH STOP.......................................................................................................4
4 ASTERN RUNNING............................................................................................4
4.1 Astern running with positive RPM..............................................................4
4.2 Astern running with negative RPM.............................................................4
5 BRAKING THE SPEED......................................................................................5
6 GENERAL OPERATIONAL INSTRUCTIONS ..............................................5
7 EMERGENCY STEERING ................................................................................6
8 ONE POD OPERATION.....................................................................................6
9 STEERING GEAR OPERATION......................................................................6

9.1 Normal operation ........................................................................................6
9.2 Operation on failure situations ....................................................................6
10 APPENDIX ...........................................................................................................6
11 REVISION ............................................................................................................7

26.11.2002 14:07
1 GENERAL
To ensure safe and reliable operation with Azipod units, ABB recommend the following for the operation of the
vessel. All this shall not jeapardize under any circumstances the safe navigation of the vessel. Unexpected and
unplanned situations may require different actions.
- These instructions are valid for 2-3 pod eqipped ships
- Bridge equipment can vary between ships
- Power limitations can vary between ships
2 LOW SPEED MANOEUVERING
2.1 Operation with 2 Azipods

The largest side force for the ship can be reached when both pod units are used with positive
RPM. The range of pod angles are between 75 to 105 degrees pod angle. The configuration is
shown in picture 1 below. When both pod units are blowing to the ‘open’ the interaction beween
hull and pod units is avoided.
Picture 1. Operation with two Azipods.
2.2 Operation with 1 Azipod

If the operation is done with one Azipod unit the other is standby. The pod unit thrust should be
directed towards the ‘ open ‘ sea not towards the standby Azipod unit or ship hull or other
obstacles ( for examle quay ). When positive RPM is used maximum bollard thrust can be
reached. If the thrust of the unit is directed towards standby Azipod or ship hull, this will reduce
the efficiency and reduce the thrust up to 50% of the maximum bollard thrust. Also when the
thrust if directed towards ship hull increased noise and vibrations can be expected.
The max thrust and therefore maximum side force with active pod unit can be reached when the
pod angle is 50-120 degrees ( propellers turned towards ships centerline ) and with positive RPM (
see picture 2. ).

26.11.2002 14:07
Picture 2: Operation with 1 pulling Azipod
3 CRASH STOP
The crash stop manoeuvre is described in Appendices 1 and 2.
4 ASTERN RUNNING
4.1 Astern running with positive RPM

In this mode the pod units are turned first 180 degrees with Azimuth levers. This can be made with
Azimuth levers only and in manoeuvering mode. The power available is limited in this mode
normally abt 50 to 60% from maximum propulsion power. Because in this mode the propellers are
working in ‘’ normal ‘’ condition ( positive RPM ) it is the most efficient way to go astern.
4.2 Astern running with negative RPM

The RPM is put to astern from levers. Because the propellers are not designed for this condition (
astern speed, negative RPM ) the propellers are not working efficiently and there may be noise and
vibrations from cavitating propellers.
This manoeuvre can be performed in open sea – mode where the astern torque of the electric
motor is limited to 70 to 80% of max. torque ahead. This means that the propeller performance is

26.11.2002 14:07
limited in torque instead of power (actual power available is dependent from the propeller
characteristics ).
5 BRAKING THE SPEED

The pod units themselves are generating large amount of braking force, therefore the most efficient way to reduce
ship speed ( here not meant crash stop ) is by placing the pod units 35-90 degrees in toe-out position ( propellers
outwards ) and in the same time let the propellers windmill in zero power. This can be done even from full speed
without damaging the pod units, but to minimize unnecessary vibrations, see recommendations in Table 1. The
recommended pod angles are abt. 35 to 45 degrees outwards. This manoeuvre can be performed only in
manoeuvering mode, because the azimuth levers are needed to turn the pod units in opposite directions. So when
the ship is entering restricted coastal areas with high speed the open sea mode is switched to manoeuvering mode
before the braking manoeuvre described here can be executed.
NOTE! In Navigator class the fixipod propeller in manoeuvering mode is stopped.
6 GENERAL OPERATIONAL INSTRUCTIONS

In the Table 1 below the general instructions for various manoeuvres are given.
Speed values stated in following table are recommended vessel

maximum speeds when starting the operation
Action Daily Rarely Emergency
Azipod turning Allowed at Any

Inwards rotating: Not Not ship speed
Ship speed Advised Advised
Azipod turning Recommend Recommend Allowed at Any

Outwards rotating: ed maximum ed maximum ship speed
Ship speed 10 knots 16 knots
Ship slowing (start speed) Recommend Recommend Allowed at Any

by rotating both Azipods 35 to ed maximum ed maximum ship speed
90 10 knots 16 knots
degrees outwards
(windmilling propellers or with
low power)
Maximum ship speed Recommend Recommend Allowed at 12

During the use of ed maximum ed maximum knots
FAST Steering Gear Mode 8 knots 8 knots
Maximum allowed ship speed Any ship Any ship Allowed at Any
During the ordinary use of speed speed ship speed
NFU With care With care
(Non Follow Up) steering
Tillers

26.11.2002 14:07
7 EMERGENCY STEERING
In case of emergency at high speed in open sea mode with steering wheel operation it is allowed to turn both units
to 35 degrees pod angle ( max. steering angle with steering wheel ). The pod units ( and propellers ) are designed
to withstand all forces and moments in this kind of manoeuvre. This kind of operation is done only in emergency
situations.
NOTE : The vessel will heel heavily ( abt 12…17 degrees / ship dependent )
8 ONE POD OPERATION

If the max. power is needed for one pod when the other is standby for some reason the operation mode Open sea –
mode is selected. The standby pod unit is without power and windmillind because of failure in power system or
the power lever has been set to zero position in that particular pod unit. The steering of the vessel can be done
with steering wheel normally and both units are following the steering angle commands parallel from the wheel .
So the Steering gear is operating normally in both units even if one of them is not powered.
9 STEERING GEAR OPERATION WITH HYDRAULIC STEERING SYSTEM
9.1 Normal operation

There are three turning rates available. On cruising mode is possible to use one or two hydraulic
pumps. With two pumps turning rate is 100% higher than using only one pump. On both cases
systems full torque will be reached.
The Fast mode can be selected only on manoeuvering mode. Both pumps must be running before
selection. The fast mode gives 200 – 300 % higher turning rate than one pump. On same time the
maximum torque will go down 33 – 50 %.
On every mode, all four hydraulic motors are on use.
9.2 Operation on failure situations

Hydraulic system is split to two separated halfs. In failure situation faulty half can be separated by
separation valve (SV). After separation one hydraulic pump can drive only two hydraulic motors.
The turning rate is 100 % higher than using all four motors, but the maximum torque goes down 50
%. In this case there is no power limitation, but since the maximum torque is abt. 50%, steering
angles +/- 15 degrees shall not be exeeded
If both halfs damage at the same time, there are no steering torque left. The pod will turn around.
Service brake can not keep pod stationary. The propulsion power ( the breakers will trip ) will drop
to zero in the damaged pod unit.
10 APPENDIX
Appendix 1. Crash – stop 2 pods
Appendix 2. Crash – stop 3 pods

26.11.2002 14:07
11 REVISION
Ind. Chapt.(C) Dept./Init. Dept./Init
A For approval 2002-10-17
VAD/TV

26.11.2002 14:07
APPENDIX 2
CRASH-STOP FOR 3 AZIPODS
Handled by Date Pages
Tomi Veikonheimo / VAD 17.10.2002 1 (3)
BACKGROUND
There is two kinds of crash top - the conventional way and ‘’pod way’’. Crash stop is done in
conventional way by reversing the propeller RPM’s and trying to keep the ships course as
straight as possible with minimum of rudder movements. Because of the capability of turning the
propellers around 360 degrees there is a new possibility to perform crash stop with azimuthing
pod drives – ‘’pod way’’. It is possible to turn the pod drives 180 degrees without reversing the
rotation direction of the propeller keeping the power always ‘’positive’’. This way it is possible to
decrease the loads in the pod drive and the time and distance of crash stop. The crash stop will
also be more easier to power plant, because the power level does not change from full power to
zero ( and below ). So there is no ‘’ turbine power ‘’ available which is always difficult to power
plant.
In normal operation mode ‘’ Cruise mode” the pod units can be turned only 35 degrees to both
sides with full power available. In case the units are turned over 35 degrees the propulsion
power will be automatically reduced to zero. This is , because the propellers are protected from
very high loads. This way the damage to the propeller blades is prevented during crash stop.
PROCEDURE – POD WAY

The new crash stop will be done by turning the pod drives ( propellers ) around its turning axis
180 degrees ( pod drives turned to opposite directions, Picture 2. Or towards each other,
Picture 1.) as soon as possible.
1. “ Cruise mode” is changed to ‘’manoeuvering mode’’, the system will automatically reduce
power to about 10MW/pod.
2. After this the power lever for the Fixipod is set to position 1 astern, the Fixipod propeller
starts to brake.
3. Azipod units are turned 35 degrees outwards ( propellers ).
4. Wait until ship speed is <15 knots. Turn the Azimuthing levers separately around 180
degree outwards.
5. Move the Fixipod lever full astern.
NOTE! If the crash stop is executed during ships turn, both or one of the Azipod units can still
be used for steering purposes.
ABB Oy
Trade reg. no: 510. 300 Laivanrakentajantie 2 Telephone Internet

Domicile: Helsinki FIN-00980 Helsinki +358 10 22 2030 www.abb.fi/azipod
FINLAND Telefax e-mail:
+358 10 22 26060 first name.last name
@fi.abb.com
2 (3)
At the beginning of the manoeuvre the ship has reached full power and full speed. The pod
units should be turned simultaneously. When the operation mode has been changed to the
manoeuvering mode, immediately the propulsion power is decreased to 10 MW. When the
propellers has been turned 180 degrees without reversing RPM’s they will break the ship speed
more efficiently compared to conventional way of crash stop.
POWER LIMITATION
The propulsion power has been reduced in manoeuvering mode to abt. 10MW in each pod unit.
This way the propulsion system is protected from high loads during extreme manoeuvres like
crash – stop.
Picture 1. Alternative 1 - Crash Stop by turning the pod units inwards.

3 (3)
Picture 2. Alternative 2 - Crash Stop by turning the pod units outwards.
REMARKS
There is clearly two items that are more favorable for new type of crash stop. First is that the
loads which can be harmful for the pod system and equipment will be remarkably lower and the
second crash stop length and time will be less.
ABB Azipod Oy Page 1/4
MEN/IK/26035 14.02.2002
KMT NB1348
at Kvaerner Masa Turku
for RCI International
Drw. No. 7138MP.4100.101 Rev. C

Remote Control Outline Description
Topic Page
GENERAL OUTLINE DESCRIPTION 2
Strongpoint Local Control

RPM Remote Control Passed between ECR and Bridge
Bridge Control Modes
AVAILABLE CONTROL OPTIONS 4
CONTROL OUTLINE SCHEME 5
Bridge Centre Nose Console 6
Steering Stand 7
(Cabinet 13) Machinery Desk 8
Bridge Wings 9
Compiled / Authorized: Commented (Customer):
___________ / ___________ _____________________
7138MP.4100.101C 03-08-29
MEN/IK/26035 14.02.2002
GENERAL OUTLINE DESCRIPTION
See the attached Control Outline Scheme for equipment of the Azipod units (Propeller RPM and Helm Control).
Strongpoint Local Control:

is provided on the strongest take-over principle of hierarchy, as follows:
Propeller RPM
a. On the “AIU” Cubicle within the Azipod Room, or
b. At the Cycloconverter Cubicle (respective for that Azipod or Fixipod)
Helm Control From Servo Units within the Azipod Rooms. Also parallel to Local (ENP82)
push buttons by the mechanical indicator (on the propeller power slip ring)
RPM Remote Control passed between ECR and Bridge:

For RPM control of each Azipod, and the Fixipod, the Master remote control post is the Engine Control Room. By
means of a dedicated control hand-over subsystem, the remote control of each Propeller RPM can be handed to the
Bridge, by consent from the ECR. In return, if specifically needed, the RPM control can be taken back forcibly to the
ECR. In this case an acoustic and a visual alarm is given on the Bridge.
For directional steering control the remote control can be allocated to the Bridge, from the Servo Cabinets in either
or both Azipod Rooms. The steering control can be forcibly taken back down to the Azipod Room. Therewith an
acoustic and a visual alarm are given on the Bridge.
Bridge Control Modes:
Cruise Mode: Within the Bridge, the strongest point of Remote Control is the Bridge Centre. The basic
control mode is Cruise Mode. This uses the RPM yoke function of an Azimuth Lever for
each Azipod, Fixed lever for the Fixipod, and the Main Wheel (Bridge Centre only), or
a Miniwheel for Helm order. Max. propeller power (each) of 14 MW is available.
Steering order is max. 35 degrees Port or Starboard.
Bridge Centre is the only post equipped with the master Main Mode Switch and the
Emergency Control Select switches, that define the strongest control workstation.
Bridge Wings are Call Up stations. Cruise Mode is executed by steering by a Wheel or
by an Autopilot (Interface to an external system). Additionally, on Bridge Centre only,
Speedpilot operation is possible for RPM control (Interface to an external system).
On Bridge Centre, Cruise Mode is possible either with Separate Lever RPM, or with
Combi RPM, using the Fixipod lever as a reference organ for all three propellers.
On the Wings only Combi RPM is possible, when in Cruise Mode.
Aziman. Mode: On Bridge Centre, Port Wing, and Starboard Wing, the Azimuthing Levers are used to
operate the Azipod by rotating around, and for the RPM setting . Propeller power (each)
of 10 MW is available. The Fixipod remains under control from its own Lever.
(“Aziman” = Azimuth Manoeuvre)
7138MP.4100.101C 03-08-29
MEN/IK/26035 14.02.2002
Emergency Control: Emergency Control is provided for RPM and Helm on Bridge Centre. These with so-
called Non Follow Up (NFU) hard contact orders. Aheadwise / Asternwise push buttons
for RPM. Tillers PORT / STBD for Helm control.
Bow Thrusters Within the ABB/EMRI Control system, the KaMeWa Bow Thrusters’ pitch is controlled
and their control post changed together with the Azipod RPM and Helm control. However
the prime functions of the Thrusters themselves have to be executed on the KaMeWa
Bridge system.
Steering Gear Speed: When on Cruise Mode, the steering gear can be manually selected from the Bridge Centre
panels, to run on either one duty steering pump P1, P2 , or with both together for a double
speed. When in Aziman. Mode, it is additionally possible to select a FAST sub mode.
This is done by reducing the oil volume and available torque of the hydraulic steering
actuators. Therefore a higher helm rate is possible to maintain. This FAST sub mode will
be cancelled when running only one pump, or going back into Cruise Mode.
Electric Shafting: The RPM Lever movement (Azimuth and Fixed) and the rotating function of the Azimuth
Levers are connected to an EMRI delivered Stork Kwant type Electric Shaft.
The Readback value guiding the position of the (off duty) RPM yokes is the actual RPM
command value read into the Cycloconverters. The Readback value guiding the rotating
parts of the Azimuth Levers is the actual Position of the Azipod in question.
There is therefore a conceptual difference between RPM Electric Shaft, and the Azimuth
Electric Shaft.
External Interfaces: The ABB/EMRI system is interfaced with the Litton Autopilot (#1 and #2) and
Speedpilot systems. As well as with the (Simrad Kongsberg) DP System.
7138MP.4100.101C 03-08-29
MEN/IK/26035 14.02.2002
AVAILABLE CONTROL OPTIONS
The following propulsion power control modes are defined from the Bridge:
CRUISE MODE AZIMAN. MODE
Max. Power 14 MW 10 MW
MW at each propeller
SEPARATE RPM COMBI RPM
Available from All 3 Bridge All 3 Bridge Workstations:

Workstations: BC, PW, SW
BC
PW, BC, SW
Helm angles Helm angles

Description for Steering PORT/STBD 360 degr. range.
Control: Max. 35 degr.
One or two running pumps selected One or two pumps (P1, P2).
Steering Gear speed rate (P1, P2) (On two Pumps, FAST can be selected)
alternatives: 2.5 or 5.0 degr./sec. 2.5, 5.0 or 7.5 degr./sec.
In the various available modes and Workstations ( = WS ) control can be executed at the following posts:
BC = BRIDGE CENTER, PW = PORT WING, SW = STARBOARD WING
NOTE:
Manoeuvre mode for RPM is not possible, or is discontinued, when the Azipod RPM control is
at, or is taken to, the Engine Control Room (ECR). However, helm control has a continuity.
7138MP.4100.101C 03-08-29
MARINER OF THE SEAS
5. MAINTENANCE
ABB Azipod Oy Instruction 5601502
VAP/BJö 21.5.2003 Eng. A 1/1
Maintenance in general
This document explains in short how maintenance instructions are presented and
organised in this manual.
The most essential, concerning maintenance, is to be found in the following
documents:
Maintenance table
The “maintenance table” points out the tasks to be carried out and also gives an
estimated schedule when maintenance tasks in question should be done.
Service instructions
Instructions given in functional descriptions or separate service instructions gives
more detailed description how the most essential tasks should be performed.
Subcontractor´s own maintenance instruction

This manual is built up of both instructions given by ABB as well as those given by
the manufacturer of a certain component or subsystem. Manufacturer´s instructions -
normally also containing maintenance instructions for that particular equipment - are
to be found in the manuals under the respective chapters describing the actual
system in question.
Lubrication & hydraulic oil recommendation

The document gives information about which oils and lubricants are recommended
for the object in question.
If an oil recommendation, given in a subcontractor´s manual, conflicts with those
given by ABB Azipod, shall the recommendation by ABB Azipod take precedence
over any other instruction.
Hovewer, ABB does not warrant for the oils given in the recommendation, because of
possible alteration or dispersion of the lubricant is not covered.
Service bulletins
A service bulletin is a last minute or corrective instruction by which earlier given or
totally new essential maintenance task are instructed with.
Place new service bulletines under section “Service Bulletins”. Also remove those
documents that the bulletin replaces. You will be instructed separately about this.
P:\Projektit\7138MP\Asiakasdokumentit\Apu-kansio\1\5\5601502A.doc
ABB Oy 7138MP.2910.110C
Marine and Turbocharging, M/S Mariner of the Seas
Propulsion Units Page 1 (6 )
Issued by VAD/KPo
Project check+appr. by VAP / SHa / 12.05.2002
7138MP / NB 1348, M/S MARINER OF THE SEAS
MAINTENANCE TABLE
Attention: The sequence intervals indicated in this table are those applicable in normal situation.
General condition or wear and tear of the equipment or difficult operating conditions may require
more frequent servicing.
If there is a problem (leakage etc.) in one pod, check carefully all the pods of the ship
If you see damaged surface treatments in any part or structure, please apply paint when needed.
ALWAYS FOLLOW THE SAFETY INSTRUCTIONS.
Sequence
TASK 2 weeks 1 month 3 months 6 months 1 year docking note!
1 GENERAL
1.1 Check the overall condition and cleanliness inside the pod during visual
inspection. x
1.2 Check the cleanliness and condition of the inner parts of machine x
1.3 Clean the Azipod room bilge from all debris and possible oil. x
1.4 Clean all the pods inside surfaces with cloth. Inspect all the connections and
piping joints at the same time x
1.5 Check the pipings and accessories and their fixing x
1.6 Compare the automation values between GOP and MAS x
2 CABLE JOINTS
2.1 Check very thoroughly the power cabling from the sliprings. Cabling must
not have moved downwards at all. x
2.2 Check the connections in the cabins inside the pods x
2.3 Inspect the cable joints visually x
2.4 Check lockings in connection with the rotating parts x
3 PROPELLER SHAFT EARTHING

3.1 Check visually the overall condition of the earthing x
3.2 Check that all connections are tight x
ABB Oy 7138MP.2910.110C
Issued by VAD/KPo
Sequence
3.3 Measure the resistance over the brush assembly between the rotor and
Azipod core x
3.4 Change the brushes if 30% or more have been worn away or if the contact
face is uneven x
3.5 Check the operation of the earthing monitoring system x
4 THRUST SHAFT EARTHING

4.1 Check visually the overall condition of the earthing x
4.2 Check that all connections are tight x
4.3 Measure the resistance over the brush assembly between the rotor and
Azipod core x
4.4 Change the brushes if 30% or more have been worn away or if the contact
face is uneven x
5 SLIPRING
5.1 Check visually the brushes x
5.2 Change the brushes before the cleaning gap (45° slot) is worn down
5.3 Visually inspect the collector for any signs of overheating x
5.4 Check the operation of the arc-sensor x
5.5 Clean the sliprings x
5.6 Note the max. temperature measured from the tapes and replace the tapes
if necessary. Report ABB if the tapes need replacing! x
5.7 Visually check all screws and nuts and electric connection points x
5.8 Check slipring surface for burn marks x
5.9 clean sliprings, isolators, bus-bars and brush holders from dirt x
5.10 Check that all the springs are in place and not broken x
5.11 Check the fixings of the brush holders and the fixings of the braids x
5.12 Check the brushes/braids for any signs of overheating x
5.13 Check the isolators for cracks or damages x
5.14 check fixing of the isolators x
5.15 clean the isolators x
5.16 Check that there are no leakages from the pipe joints of the swivel x
5.17 Check mechanical fixing of swivel x
5.18 Check tightness of cable fixing points in connection box and on sliprings,
the right torque values are in the document x
5.19 Check visually cable mechanical fixings x
5.20 Inspect visually cable fixing points for any signs of overheating x
5.21 Check angle sensor drive chain x
5.22 Clean the outside and top of the slipring assembly. x
5.23 Clean the unit using vacuum cleaner x
ABB Oy 7138MP.2910.110C
Issued by VAD/KPo
Sequence
5.24 Check the tightness of terminal block connections x

5.25 check slipring mechanical fixings and joints x
5.26 Check auxiliary section for damaged or worn parts x
5.27 Check auxiliary section brush wear x
5.28 Check auxiliary section cable fittings x
5.29 Check auxiliary section cable mechanical fixings x
5.30 Check auxiliary section red/black guide bearings x
6 AIR COOLING SYSTEM

6.1 Check the temperatures, pressures, pressure differences and humidities in
the system x
6.2 Check air filter condition x
6.3 Check the cooling system visually x
6.4 Examine condition of flexible connectors x
6.5 Check the condition of the fan unit and its motor x
6.6 Check the leakage detectors, temperature sensors, pressure sensors,
humidity sensors and smoke detectors of the system x
6.7 Check the cooling fan motor vibration condition according to ships general
instruction, at least twice a year x
6.8 Check the operation of the dampers x
6.9 Check the fan starting sequences x
6.10
Check the function of the stand-by line, change stand-by and duty fan units x
6.11 Check heat exchanger coil x
6.12 Check the operation of the maintenance fan x
7 HYDRAULIC STEERING SYSTEM

7.1 Change the filters according to normal service intervals or if the result of Please note also recommendations of
NAS analysis is over 5. motor/pump manuals!
7.2 Change the hydraulic oil according to normal service intervals or if the result
of NAS analysis is over 5.
7.3 Check the measuring points and alarms along with the automation system
checks for the classification society.
7.4 Check the system visually for leakage x
7.5 Check the readings of the temperature, pressure and level sensors x
7.6 Check the pressures of the charge pressure line x
7.7 Check hydraulic oil level x
7.8 Check steering gear panel functions x
7.9 Check pipleline fixings and the condition of the hoses x
7.10 Check the operation of the Starter 1 and Starter 2 x
ABB Oy 7138MP.2910.110C
Issued by VAD/KPo
Sequence
7.11 Check the system for turning speed with one and two pumps. x
7.12 Check the stand-by systems for motors x
7.13 Take the oil sample x The NAS value must be 5 or less.
7.14 Check fault separation system x
8 STEERING UNIT
8.1 Check the oil level in the steering gear x
8.2 Grease the slewing seal x
8.3 Inspect visually the turning unit x
8.4 Check the parking brake x
8.5 Take the slewing bearing oil sample x
8.6 Inspect visually the gear rim x With borescope, during oil change
8.7 Measure the wear down of the slewing bearing x
8.8 Check the mechanical locking of the turning unit x
8.9 Check sealing plugs of the supporting stud holes, check grease and oil
pipings in the double bottom x
8.10 Check bolt joints (gear rim and pod joint) x
8.11 Change the steering gear/slewing bearing oil x
8.12 Inspect visually pinion x With borescope, during oil change
8.13 Check the clearances of the pinions x
9 STEERING SYSTEM
9.1 Check the operation locations and operation devices in Azipod room, ECR
and Wheelhouse x
9.2 Check the electric shafts in wheelhouse x
9.3 Check the tightness of the feed back angle positioning belts x
9.4 Check the correctness of angle indication readings in Azipod room, ECR
and Wheelhouse x
10 MOTOR
10.1 Check the possible shifting of the slot wedges x NOTE!
10.2 Check the condition of the winding insulation and finishing varnish x For more detailed instructions
10.3 Check the possible shifting or loosening of the field windings x see:
10.4
Check the condition and support of windings, lockings of all nuts and bolts x "PROPULSION MOTOR MANUAL"
10.5 Grease the gear ring of the tachometer x part 6, chapter 7
10.6 Measure the insulation resistance x
10.7 Excitation machine x
10.8 Excitation machine diodes x
ABB Oy 7138MP.2910.110C
Issued by VAD/KPo
Sequence
11 PROPELLER BEARING
11.1 Measure vibration always after Crash
Measure the bearing vibration x stop!
11.2 Check the reading of the water-in-oil analyser of the propeller bearing oil
filtration unit x
11.3 Check the readings of the temperature and level sensors x
11.4 Take the propeller bearing oil sample x
11.5 Measure the propeller shaft position x
11.6 Check visually the filtration unit x
11.7 Inspect visually the propeller bearing inner seal x
11.8 Check the operating condition of the redundant pump system x
11.9 Check the Start and Stop functions with high temperature x
11.10 Check the oil level monitoring x
11.11 Inspect the propeller bearing with a borescope x
11.12 Change the propeller bearing lubrication oil x
12 THRUST BEARING
12.1 Measure vibration always after Crash
Measure the bearing vibration x stop!
12.2 Check the readings of the temperature and level sensors x
12.3 Take the thrust bearing oil sample x
12.4 Check visually the filtration unit x
12.5 Inspect visually the thrust bearing seal x
12.6 Check the operating condition of the redundant pump system x
12.7 Check the Start and Stop functions with high temperature x
12.8 Check the oil level monitoring x
12.9 Change the thrust bearing lubrication oil x
13 POD AND PROPELLER

13.1 Check the hydraulic shaft brake operation x
13.2 Check the turning gear operation x
13.3 Check the shaft mechanical locking operation x
13.4 Inspect visually the Azipod hull, submerged parts x Diver inspection
13.5 Inspect visually the propeller x Diver inspection
13.6 Check the condition of the zinc anodes x Diver inspection
13.7 Check the condition of the propeller cap x Diver inspection
13.8 Measure the excitation unit gap x
ABB Oy 7138MP.2910.110C
Issued by VAD/KPo
Sequence
14 SEALING SYSTEM
14.1 Check the level in Outer seal tank x
14.2 Check the level in Inner seal tank x
14.3 Check the level in Gravity tank x
14.4 Check the function of all valves and warning lights in the system x
14.5 Check the filling system of the tanks x
14.6 Check the level sensors x
14.7 Take oil sample x Contaminated oil to be replaced
14.8 Check Air Space system functions and air supply x See B+V documents
14.9 Check Drain Tank at bottom of pod, plus pump and sensor x
15 DRAINAGE SYSTEM
15.1 Inspect the drainage pump x
15.2 Check the drainage sensor x
16 AUXILIARY SYSTEMS
16.1 Check the connections of the space heaters x
Revision Changes to: Date By Appr.

B The document gets a new lay-out with a system hierarchy and many new 15 oct 02 KPo SHa
items are added. Rev A -> B changes as follows: // item 1 to item 12.9, 2 to (SHa)
11.12, 3 to 11.1 & 12.1, 4 to 12.5, 5 to 11.7, 6 & 7 & 8 to 1.1, 9 to 15.2, 10 to
15.1, 11 to 14.6, 12 to 14.7, 13 to 13.4, 14 to 13.5, 15 to 8.11, 16 to 8.7, 17
to 8.3, 18 to 8.2, 19 removed, 20 to 8.6 & 8.12, 21 removed, 22 to 7.13 &
11.4 & 12.3 & 14.7, 23 to 13.8.// Note that some changes have been made
in addition to the re-arrangement and adding of new items.
C Update from 7137Mp to 7138MP, see also item 7.1 12 apr 03 AL (SHa) SHa
ABB Oy 7138MP Azipod 7138MP.2600.100
Propulsion Units Lubrication & hydraulic oil recommendation
INMT/VAP/SHa 10.10.2003 eng A Ruohonen B 1
M/S MARINER OF THE SEAS, KMY TUT NB 348, Azipods and Fixipod:
LUBRICATION & HYDRAULIC OIL RECOMMENDATION
The oil recommendation has been changed from being a project-specific document to
a general recommendation valid for all Azipod units.
The new document, coded 3 AFV 5600830, is appended to this document, for revision
see table 1) below (please update table when needed):
Updated to this
Revision: Dated:
document:
th th
B 6 May 2003 10 Oct 2003
Table 1) Updates to recommendation
When asking ABB for latest oil recommendation, kindly refer to

document 3 AFV 5600830.
If a new revision comes to hand without this page, please update table 1)
above and remove or superannuate the older version.
For the quantity of lubricants needed for different systems,

see table 2) below:
P:\Projektit\7138MP\Dokumentit\7138MP.2600.100B.doc
ABB Oy 7138MP Azipod 7138MP.2600.100
Propulsion Units Lubrication & hydraulic oil recommendation
INMT/VAP/SHa 10.10.2003 eng A Ruohonen B 2
Quantity estimated
Location/System:
(by sensor level if available):
Low level approx. 130 litres
Normal level approx. 160 litres
Propeller bearing, Azipods
High level approx. 210 litres
(Oil space full approx. 250 litres)

Thrust bearing, Azipods High level approx. 400 litres

Normal level approx. 180 litres
Propeller bearing, Fixipod
High level approx. 220 litres
Low level approx.180 litres
Thrust bearing, Fixipod High level approx. 240 litres
Hydraulic steering unit Approx. 1 200 litres
Steering gear Approx. 700 litres
Seal grease, slewing shaft Approx. 15 kg

Table 2) Estimated quantity
P:\Projektit\7138MP\Dokumentit\7138MP.2600.100B.doc
LUBRICATION & HYDRAULIC OIL RECOMMENDATION FOR AZIPOD USE
Lubrication oil, propeller bearing and shaft seals
• ESSO SPARTAN EP 220, EP320

• SHELL OMALA F 220
• TEXACO MEROPA LUBRICANTS 220, 320
Lubrication oil, thrust bearing
• ESSO SPARTAN EP 220, 320, 460

• SHELL OMALA F 220,320,460
• TEXACO MEROPA LUBRICANTS 220,320,460
• NESTE VAIHTEISTO EP 220, 320, 460
• MOBIL SHC 630, 632, 634 (SYNTHETIC LUBRICANT)
• MOBILGEAR SHC XMP 220, 320, 460 (SYNTHETIC LUBRICANT)
Hydraulic oil, steering hydraulics
The oil shall fulfill FZG 90 test stage 11 described in IP 334 (DIN 51354). The oil must also contain
inhibitors to prevent oxidation, corrosion and foaming. Recommended viscosity at operating
temperature: 40 - 150 cSt
Viscosity index: ≥ 100
• BP BARTRAN HV 68, VI 142

• CASTROL HYSPIN AWH 68, VI 150
• ESSO UNIVIS N 68, VI 150
• MOBIL DTE 16 M, VI 130
• NESTE HYDRAULI 68
• SHELL TELLUS T 68, VI 175
• TEXACO RANDO HDZ 68
Lubrication oil, steering gear
• BP ENERGOL GR-XP 220, 320

• ESSO SPARTAN EP220 or 320
• NESTE VAIHTEISTO 220EP, 320EP
• SHELL OMALA F 220, 320
• TEXACO MEROPA Lubricants 220, 320
No. of sh.
Prep. S.Lundell / VAD 2002-08-15
Appr. E.Salo / VAD 2002-08-15 2
Resp.
dept. FIINMT / VAD
ABB Oy / Marine & Turbocharging 3AFV 5600830 en b 1

TEMPLATE: DOCUMENT FOR STANDARD PRODUCTS PORTRAIT.DOT; FILENAME: 5600830B; PRINTDATE: 10.10.2003 17:29; SAVEDATE: 8.5.2003 11:53
Seal grease, slewing & bearing seals
• FAG Arcanol Multi 3 K3N-30
• BP Energrease MM-EP 2
• Mobil grease XHP 222
• Mobil Mobilith SHC 460
Tachometer grease lubrication

• Mobiltac 375 NC
• Shell Kuggfett
* Final oil selection, see also component manufacturer’s manuals regarding to oil viscosity and type.
* ABB does not warrant for this recommendation, because possible alteration or dispersion of the
lubricant is not covered.
REVISION
Rev. Page (P) Description Date Date
ind. Chapt.(C) Dept./Init Dept./Appr..
A For Approval 2002-08-15 2002-08-15
VAD /SLu VAD / ES
B Update of oils & greases 2003-05-06 2003 –05-06
VAD / ES VAD / JY
ABB Oy / Marine & Turbocharging 3AFV 5600830 en b 2

Description 3AFM5600005
ABB Azipod Oy
MEN/BJö 15.6.2001 en 3.9.01 ES A 1/2
WELDING INSTRUCTION FOR AZIPOD
This instruction implies to welding works during drydock.
WELDING INSIDE THE AZIPODS:
ABSOLUTELY FORBIDDEN without separate permission. The permission is valid only if

demanded conditions are fulfilled.
WELDING ON THE OUTSIDE OF THE AZIPODS:
Besides the normal instructions of the shipyard, the earth connection to the welding
machine must be secured:
1) A cable must lead from the ship hull to the strut or the motor housing of the Azipod (zero
potential between Azipod and ship is secured).
2) The earth cable from the welding machine must be connected to the Azipod. The
distance from earth connection spot to the weld should not be more then 1,5 m.
3) The shortest route from the earth connection spot to the weld must go through solid
parts of the steel structure of the Azipod (NOT through other components or through the
air).
Grounding cables shall be connected according to standards of local shipyard.
GROUNDING INSTRUCTIONS FOR AZIPOD
These instructions implies to earth connection of Azipod
- during manufacturing
- during docking
- during out fitting
The purpose of the earth connection is to prevent potential difference between Azipod hull
and aggregate, installation base or other metallic objects.
Earth connection cables shall be connected according to standards of local shipyard.
EARTH CONNECTION DURING MANUFACTURING
The earth connection for the Azipod hull when at the machine workshop will be secured
according to standard procedure.
EARTH CONNECTION DURING DRYDOCK
- two earth connection cables , length 12m, are connected to the connection lugs at upper
part of Azipod
P:\Projektit\7138MP\Asiakasdokumentit\Apu-kansio\1\5\5600005A.doc Created on 11.2.2002 14:29

Description 3AFM5600005
ABB Azipod Oy
MEN/BJö 15.6.2001 en 3.9.01 ES A 2/2
- the other ends of the cables are connected to the base under the pod.
- the electric contact of the earth connection cables is checked.
- the earth connection between the base and the ground or the floor is secured
EARTH CONNECTION DURING OUT FITTING
Earth connections for the Azipod shall be fitted immediately after mounting, before starting
or continuing other out fitting or mounting works. Any earth connection cables are not be
removed before the Azipod's own connection components are installed and checked and
permission for removal is given.
- earth connection by two 6-7 m copper cables, diameter 23 mm.
- one end of the cable is connected to stainless connection ears in the upper part of the
Azipod, and the other to ears in the ship above the pod (see pictures below).
- the connection cables are marked with sign boards:
EARTH CONNECTION. DO NOT REMOVE!

Name of overseer
phone number
P:\Projektit\7138MP\Asiakasdokumentit\Apu-kansio\1\5\5600005A.doc Created on 11.2.2002 14:29

MARINER OF THE SEAS 7138MP.2600.102
ABB Azipod
VAP/Sha/OER 2003-09-22 en SHa A 1/6
PROPELLER AND THRUST BEARING OIL SAMPLING

INSTRUCTION
P:\Projektit\7138MP\Dokumentit\7138MP.2600.102A.doc Last saved on 3.10.2003

ABB Azipod
Table of contents:
1. GENERAL............................................................................................................................................... 3
2. SYSTEM DESCRIPTION ....................................................................................................................... 3
2.1 Thrust bearing oil system ................................................................................................................................ 3
2.2 Propeller bearing oil system............................................................................................................................ 4
3. SAMPLING ............................................................................................................................................. 5
3.1 Thrust bearing.................................................................................................................................................. 5
3.2 Propeller bearing.............................................................................................................................................. 5
4. CONTENT OF THE OIL ANALYSIS .................................................................................................... 5

ABB Azipod
1. GENERAL
NOTE! If something shows up in the lubricating oil system or oil sample, monitor the lubricating
oil continually.
The sample has to be analysed once in month, if everything seams to be in order.
2. SYSTEM DESCRIPTION
2.1 Thrust bearing oil system
Figure 1: Layout of the thrust bearing oil system (1)

ABB Azipod
The oil sampling has to be taken both from the circulation system and once in three months
from the bottom of the bearing via valve V135 / V235 / V335. Samples from circulation
system are taken via valve V181 / V281 / V381 in the Azipod room.
2.2 Propeller bearing oil system
The oil samples from the circulating system are taken via valve V170 / V270 / V370 in the
Azipod room. Once in three months the sample is to be taken via valve V136 / V236 / V336
in the pod.
Figure 2: Layout of the propeller bearing oil system (2)

ABB Azipod
3. SAMPLING
In the beginning take an oil sample every two week both thrust- and propeller bearing. The
sample has to be analysed. If the oil is in condition the sampling sequence may be
protracted to once in month. If the oil condition is not in order, monitor the oil condition ones
a week.
The lubricating oil has to be changed always if necessary. But when every thing is in order
the changing sequence is once in the year.
3.1 Thrust bearing
When the sample is taken, the oil circulation pump has to be working.
Open valve V181 / V281 / V381 in the Azipod room and take the sample.
The sample from the bottom of the bearing is taken via valve V135 / V235 / V335.
3.2 Propeller bearing
Check that the circulation oil pump is working. Open valve V170 / V270 / V370 and take the
sample.
It is possible to take a sample in the pod via valve V136 / V236 / V336.
4.CONTENT OF THE OIL ANALYSIS
-Name of vessel
-Azipod unit Port, Stbd or Fixipod
-Sample source (propeller bearing or thrust bearing)
-Lubricant type Oil grade and manufacturer
-Oil sample analyse number
-Date when sampled
-Date when landed
-Date when received by oil laborotory
-Date of oil analyse report
-Oil service hours (hours of oil in service since last oil change)
-Total engine hours (total running hours of Azipod unit)
and
- Metal particle content (ppm of Fe, Cu and Zn)
Increasing trend value of Fe, Cu and Zn is warning of the bearing wear.
Recommended oil cleanliness ISO 4406 class 15/12 or NAS 1638 class 6
-Iron content in oil (ppm)

The Iron should not exceed 75 ppm, which is also considered as an alarm level.
Oil change is recommended if Iron content exceeds 150 ppm.

ABB Azipod
- Seawater content in oil (ppm)

The water content should not exceed 250 ppm, which is also considered as an alarm level Oil
change is recommend if water content exceeds 500 ppm
- Oil viscosity
Oil change is recommended if the viscosity deviates more than + / 15 % from the nominal
Note!
It is recommended that when oil is changed, a sample of the fresh oil is also sent for analyse, as
reference oil. This sample shall be marked as Reference oil for Azipod unit Port / Stbd and
either propeller bearing or thrust bearing.
It shall also be noted that experience has shown that new unused oil can contain up to 120 ppm
of water.
Oil storage tanks incorporated in the vessels hull structure, and fitted with vent pipes to open
air, have the tendency to get water condensation in the tanks and that this water will be mixed
with the oil in the storage tank(s).
In the light of above, it is to recommend that lubrication oils for the Azipod units is stored in
drums, and not in hull structure storage tanks.
The recorded observations and measuring results shall be submitted to the following address
for evaluation and further recommendations.
ABB Oy
Propulsion Units
Attn. Mr. Lars Knif
Fax +358 10 22 26060
E-mail lars.knif@fi.abb.com

ABB MARINER OF THE SEAS 7138MP.3110.100
Propulsion Units
VAD/KPe 18.01.2002 en 5.3.02/E.Salo D 1/6
AZIPOD STEERING GEAR

OIL SAMPLING INSTRUCTION
7138MP.3110.100D Last saved on 3.10.2003

Propulsion Units
VAD/KPe 18.01.2002 en 5.3.02/E.Salo D 2/6
Table of contents:
1. GENERAL............................................................................................................................................... 3
2. SYSTEM DESCRIPTION ...................................................................................................................... 3
3. SAMPLING INSTRUCTION................................................................................................................. 4
4. CONTENT OF THE OIL ANALYSIS ................................................................................................... 5
5. REFERENCES ....................................................................................................................................... 6
6. REVISION............................................................................................................................................... 6
7138MP.3110.100D Last saved on 3.10.2003

Propulsion Units
VAD/KPe 18.01.2002 en 5.3.02/E.Salo D 3/6
1. GENERAL
NOTE! If something unusual shows up in the steering gear oil sample, monitor the oil
continuously.
See the Maintenance Interval Table (doc. no 7138MP.2910.110) for the correct oil sampling
intervals.
The steering gear oil lubricates the slewing bearing, gear ring, pinions and pinion bearings.
The oil is drained through eight drainage lines located on the steering gear cover. Four of
them are connected to the space under the slewing bearing and four to the pinion lower
bearing housings (one per pinion).
Figure 1. Steering gear oil drainage
7138MP.3110.100D Last saved on 3.10.2003

Propulsion Units
VAD/KPe 18.01.2002 en 5.3.02/E.Salo D 4/6
3. SAMPLING INSTRUCTION
1. Open one of the four oil drainage plugs (X1). See Figure 1.
2. Connect a pump to the plug and take a sample.
3. Disconnect the pump and close the plug.
4. Open one of the pinion oil drainage plugs (X2). See Figure 1.
5. Connect a pump to the plug and take a sample.
6. Disconnect the pump and close the plug.
NOTE! After you have taken the oil samples, write down which drainage lines you used.
Use different lines every time you take a sample.
NOTE! The lubrication oil has to be changed when necessary. When everything is in order
the correct changing sequence is shown in the Maintenance Interval Table (doc. no
7137MP.2910.110).
If metal particle content is still high after oil change, follow these instructions:
1. Put the pump hose to the bottom of the gear box through one of the two inspection
hatches.
2. Drain about 200 liters of oil.
3. Put the hose to the second inspection hatch.
4. Drain until the oil flow stops.
5. Connect the pump to one of the pinion drainage lines (X2, See Figure 1). Drain until the
oil flow stops.
6. Repeat step 6. with the other three pinion lines.
7. Connect the pump to one of the slewing bearing drainage lines (X1, See Figure 1).
Drain until the oil flow stops.
8. Fill new oil through one of the inspection hatches.
9. Take a new oil sample.
7138MP.3110.100D Last saved on 3.10.2003

Propulsion Units
VAD/KPe 18.01.2002 en 5.3.02/E.Salo D 5/6
4. CONTENT OF THE OIL ANALYSIS
- Name of vessel
- Azipod unit PS or SB
- Sample source (slewing bearing or pinion, location e.g. fwd, ps)
- Lubricant type, oil grade and manufacturer
- Oil sample analysis number
- Date of sample
- Date when landed
- Date when received by oil laboratory
- Date of oil analysis report
- Oil service hours (hours of oil in service since last oil change)
- Total engine hours (total running hours of Azipod unit)
- Iron content in oil (ppm). Iron should not exceed 75 ppm, which is also considered as
an alarm level. Oil change is recommended if iron content exceeds 100 ppm.
- Water content in oil (ppm). The water content should not exceed 250 ppm, which is also
considered as an alarm level. Oil change is recommend if water content exceeds 500
ppm.
- Plastic content in oil. Plastic in oil is a sign of damaged spacers between the rolling
elements. Therefore no plastic is allowed in oil.
- Oil viscosity. Oil change is recommended if the viscosity deviates more than + / 15 %
from the nominal.
NOTE! It is recommended that when oil is changed, a sample of the fresh oil is also sent for
analysis, as reference oil. This sample shall be marked as Reference oil for Azipod steering
gear PS / SB. It shall also be noted that new unused oil can contain up to 120 ppm of
water.
NOTE! Oil storage tanks incorporated in the vessels hull structure, and fitted with vent
pipes to open air, have the tendency to get water condensation in the tanks and this water
will be mixed with the oil in the storage tanks. Considering this, it is recommended that
lubrication oil for the Azipod units is stored in drums, and not in hull structure storage tanks.
7138MP.3110.100D Last saved on 3.10.2003

Propulsion Units
VAD/KPe 18.01.2002 en 5.3.02/E.Salo D 6/6
The recorded observations and measuring results shall be submitted to the following
address for evaluation and further recommendations:
ABB Oy
Marine & Turbocharging
Customer Support
Attn. Lars Knif
Fax: +358 10 22 26060
E-mail: lars.knif@fi.abb.com
5. REFERENCES
Name Doc. no. Doc. type
Maintenance Interval Table 7138MP.2910.110 Table
6. REVISION
Rev. Page (P) Description Date

Ind. Chapt.(C) Dept./Init.
A For acceptance 2001-10-29
MRD/KPe
B Added reference list & references to Maintenance Interval Table 2001-12-19
MRD/KPe
C P6 Contact information changed 2002-01-18
VAD/KPe
C 5600208 => 7137MP.3110.100 2002-10-09

Localized for 7137MP (NB 1347) VAP/SHa
D 7137MP (NB 1347) => 7138MP (NB 1348) 2003-22-09
VAP/SHa
7138MP.3110.100D Last saved on 3.10.2003

Azipod
Condition Monitoring of Propeller and
Thrust Bearings with FAG DtectX1
Prep. K. Potila/VAD 2001-11-13 Azipod® No. of sh.
Appr. E.Salo/VAD 2001-11-13 8

Resp.
dept. FIINMT/VAD
ABB Oy / Marine & Turbocharging 3AFV 5600020 En B 1

CONTENTS
1. GENERAL................................................................................................................3
2. SYSTEM DESCRIPTION ......................................................................................3
1 OPERATION........................................................................................................4
2 MAINTENANCE .................................................................................................6
2.1 Access to DtectX1.......................................................................................6
2.2 Replacement of the sensors.........................................................................6
3 TROUBLE SHOOTING......................................................................................7
4 REFERENCES .....................................................................................................7
5 REVISION ............................................................................................................8

1. GENERAL
CAUTION! Before starting any maintenance operations, follow the Safety
Instructions.
See the Maintenance Table (doc. no. 5600012) for the correct maintenance intervals.
The condition of propeller bearing and thrust bearing of the Azipod is monitored with
a vibration measuring system from company FAG.
Figure 1: Layout of the bearing condition monitoring system
The principle of the monitoring system is shown in Figure 1. The core of the monitor
system is a FAG DtectX1 vibration monitor unit. This monitor unit is permanently
situated to the Vibration Monitor Box (VMB).
DtectX1 gathers information from the acceleration sensors. It also converts the
analogue signal of the sensors to digital output. Then DtectX1 breaks the signal up
into its frequency components using a Fast Fourier Transformation [See document
5600021, Brochure of the FAG DtectX1 system].

There are acceleration sensors in propeller and thrust bearing housings. One sensor
from both bearing housings is connected to DtectX1.
DtectX1 acts also as a power source for the sensors. The power to DtectX1 comes
from 24VDC system of the pod.
The standard acceleration sensor is piezoelectric. The principle of a piezoelectric
acceleration sensor is shown in Figure 2. The DtectX1 sets requirements for the
sensor: an output of –10V / +10V and sensitivity 100mV/g. The sensors are mounted
to the threaded holes in the bearing housings.
Figure 2:Principle of a piezo-electric acceleration sensor

The processed data from the unit goes via Azipod-Marine-Computer 1 (ZMC 1) and
via slipring to the Cyclo-Marine-Computer 1 (CMC 1). The CMC 1 is located in the
Azipod-Information-Unit (AIU). The measured data is transferred to a laptop PC via a
RS232 connection of the AIU.
To move the measured data from the vibration-monitoring unit to the PC, the
programs of the monitoring system have to be installed to the PC. The PC is connected
to the RS232 connection of the AIU.
1 OPERATION
Measurement must be done periodically. The bearing conditioning monitoring should
be part of the normal maintenance routines. The recommended measuring interval is
declared in Maintenance table, document 5600012 or service notes from ABB.
The conditions must be the same during each measurement. Otherwise the measured
data is comparable with other measurements. The correct propeller speed is shown in
the configuration files of the DtectX1. See user Manual for further details (document
5600125). Each propeller must rotate at similar speeds. The steering angles of the all
the pods must be within -5°  +5° during bearing vibration measurements.
Ask the bridge to set the rotational speed of the propeller and rotation angles of the
pods according to above-mentioned instructions. Wait until the speed of the ship is
constant.

Connect your laptop PC to the RS232 connection of the AIU [See Figure 1]. The
connection between PC and DtectX1 is arranged via ZMC 1 and CMC 1. Make sure
that the communication program is installed to the PC.
DtectX1 can store the measurements. However, the memory space of the DtectX1 is
small and it is a loop memory. New measurements will be written over old ones. Do
not store multiple measurements in the DtectX1. If the memory space is filled the
previous measurements will be overwritten. The required memory space per
measurement depends on the length of the measurement (seconds) and sample
frequency [document 5600125]. It is recommendable that the measured data is
transferred to PC immediately after the measuring.
Carry out the measurements according to DtectX1 User Manual [document 5600125].
Move the measurement data to the computer according to DtectX1 User Manual.
Check that measured data looks reasonable. If the data is strange, check the cables and
connections and measure again.
Save the measured data and send the data to following e-mail addresses:
cmdata@fis-services.de and as CC to
marine.monitoring@fi.abb.com
List the measurement conditions in the covering message:

The name of the ship
Date of the measurement
Which pod (starboard, port side, middle?)
Which bearing
Name of the DtectX1 configuration file
Rotational speed of the propeller (all pods with same rotational speed)
Steering angle of the measured pod
Steering angles of the other pods
Speed of the ship
ABB analyses all the measured data and seeks the signs of a possible bearing damage.
Analysis are done if there is a signed maintenance contract or similar between ABB
and customer.

2 MAINTENANCE
Bearing monitoring system does not require any maintenance at regular intervals.
2.1 Access to DtectX1

The DtectX1 is in the VMB. See Figure 1.
2.2 Replacement of the sensors
The acceleration sensor, which monitors the vibration of the propeller bearing, is
installed to propeller bearing housing. The standard sensor type is PZA 22.12M. The
thread size of the sensor is M8. Use a thread-locking adhesive when installing a sensor
(for example Loctite). The tightening torque of the sensor is 4.5 Nm. Make sure that
cable of the sensor is not kinked during the tightening.

3 TROUBLE SHOOTING
Symptom Check this item
no signal from
sensor to DtectX1 Poor connection. Clean the connectors, remove oxide
no signal from Mechanical or electrical fault in the sensor. Replace the

sensor to DtectX1 sensor
Constant signal
Propeller shaft standing still. The measurement conditions
from sensor to
must be the same as in the reference measurements
DtectX1
Constant signal
Mechanical or electrical fault in the sensor. Replace the
from sensor to
sensor
DtectX1
no signal from
DtectX1 to Electrical fault in the DtectX1. Replace the DtectX1
computer / MAS
no signal from
DtectX1 to Data transfer problems. Check the data transfer system
computer / MAS
no signal from
DtectX1 to Data slipring problems. Check the data slipring operation
computer / MAS
Strange signal
DtectX1 settings incorrect. Change the settings according
from DtectX1 to
to reference measurements
computer / MAS
Bearing analyzer
program does not Files missing or settings incorrect. Reinstall the program
work properly
Bearing analyzer Computer operating system corrupted. Follow the
program does not instructions of the computer/ operating system
work properly manufacturer
4 REFERENCES
Document 5600003 Safety instructions
Document 5600012 Maintenance table
Document 5600021 Brochure of FAG DtectX1
Document 5600125 FAG DtectX1 User Manual

5 REVISION
Ind. Chapt.(C) Dept./Init. Dept./Init
A For approval 2001-06-08 2001-06-08
VAD/KPe VAD/ES
B 1,2,3,5 Minor changes, e-mail contact information changed 2002-09-13 2002-09-
VAD/KPO 13VAD/ES

5600021A
Technical Information
Rolling Bearings
TI No. WL 80-65 E April 2001
State-of-the-Art, Condition-Related Monitoring

of Plants and Machines with
Digital FAG Vibration Monitors
Machine Monitoring with Vibration Monitors · Digital, Frequency-Selective
Vibration Monitoring
Machine Monitoring with Digital, Frequency-Selective In order to detect rolling bearing dam-
Vibration Monitors Vibration Monitoring age at an early stage, the envelope spec-
trum is calculated from the vibration sig-
An optimal utilization of production Detection of damage at an early stage nal. This signal is then broken up into its
plants can only be achieved through is only possible with frequency-selective frequency components. By defining nar-
maximum availability. In the past, opera- monitoring since minor damage or faults row frequency bands, the amplitudes of
tors usually evaluated the condition of cause an increase in the amplitudes of in- these components can be monitored. The
machines intuitively. However, the individual, characteristic frequencies. Only characteristic value is referred to as selec-
creasing complexity of machines calls for by means of this method is condition-re- tive RMS value.
measuring methods that permit an objec- lated maintenance feasible. So the fre-
tive assessment. Vibration diagnosis is quency-selective method permits moni- Vibration monitors are already suc-
one such method. It helps operators to di- toring of specifically selected machine cessfully used with:
agnose damage at an early stage and en- parts.
ables them to initiate suitable measures • fans
while the plant is still operative. The examination of envelope signals is • centrifuges
particularly suitable for the detection and • gears
To this end, the machine noise is meas- analysis of shock pulses such as are • electric machines
ured by means of a sensor and evaluated caused, for example, by gear damage and • mills
by a vibration monitor. Faulty or dam- rolling bearing damage. • rolling mills
aged machine parts cause, as a rule, addi- • calenders
tional vibration. A discrete damage on a Damage can be identified at an early • pumps
rolling bearing, e.g. pitting in the race- stage by characteristic patterns in the fre-
ways, generates, when cycled, a periodic quency spectra of machine vibrations.
series of individual shock pulses. These
shock pulses induce structural resonances
of the bearing or of adjacent machine
parts. The pulse frequency or damage fre-
quencies are determined by the bearing
geometry and are proportional to the
bearing’s speed.
Conventional vibration monitors usu-

ally yield a sum level that is compared
with a previously defined threshold value.
If this threshold value is exceeded, an
alarm is triggered. This type of vibration
monitoring does not suffice to reliably
monitor the condition of complex ma-
chines with numerous components since
the broad-band RMS value (= root mean
square) changes only in the final stage of
a damage. Moreover, this method does
not work effectively with alternating
speeds.
Frequency-selective vibration monitoring with individually adjustable frequency

bands
1 FAG
Digital Vibration Monitor DTECTX1
Digital Vibration Monitor If a large part of the spectrum is taken

DTECTX1 into consideration when setting the width
of the frequency bands a broad-band
Today the DTECT series offers a characteristic value is obtained.
range of vibration monitors for applica-
tions where permanent frequency-selec- The vibration acceleration envelope
tive monitoring is desired but the utiliza- signal is obtained through a suitable
tion of more complex ONLINE systems configuration of the DTECTX1 device.
is out of the question for cost reasons. The frequency spectrum of the enve-
lope signal is evaluated with the LDZ
Various signal conditioning modules value. This enables the system to distin-
with an integrated sensor supply and an guish, for example, between the frequen-
amplifier with autoranging permit con- cy components measured for outer
nection of all commonly used accelera- ring, inner ring, rolling elements and
tion, speed and displacement sensors. The cage.
signal is sent to an A/D converter via a Device with different pickups
programmable antialising filter. The For monitoring in the time domain,
downstream digital signal processor carries various characteristic values such as
out a Fast Fourier Transformation (FFT) • RMS All devices of the DTECT series, when
in real time and breaks the signal up into • peak value fitted with acceleration pickups, measure
its frequency components. This permits • peak-to-peak value the acceleration and are able to convert
monitoring of amplitudes within very nar- • steady component these into vibration velocity or vibration
row, defined frequency bands for previous- • crest factor displacement through integration.
ly defined threshold values and triggering can be calculated from the signal in the
of an alarm if these values are exceeded. DTECTX1 device. The characteristic val- When fitted with vibration velocity
ues are a yardstick of the intensity of the pickups, the measured velocity can be
The RMS value is used to evaluate the measured quantity within the selected converted into displacement.
raw signal. frequency band.
Depending on the version used, a
DTECTX1 device features, at most, two
so-called additional channels via which
process quantities like
• speed
• torque
• temperature
• pressure
or other physical quantities can be
recorded and used to validate the vibra-
tion characteristics obtained.
Broad-band monitoring
FAG 2
Digital Vibration Monitor DTECTX1 · Remote Monitoring with DTECT
In practice, e.g. the speed-dependent Remote Monitoring with unplanned downtimes and increases the
tracking of the frequency bands and the DTECT availability and operational reliability of
setting of load- and speed-dependent machines.
alarm thresholds is effected in this way. DTECTX1 vibration monitors with a
remote-monitoring function permit users In addition, FAG offers an availability
Thus the DTECTX1 offers features to reliably identify damage and faults on guarantee for monitored rolling bearings
which were not offered before by vibra- machine parts without requiring the pres- regardless of the manufacturer.
tion monitors but only by considerably ence of a diagnosis expert.
more expensive online systems. DTECTX1 can be used with a fixed-
DTECTX1 devices automatically re- line modem, a mobile phone modem or a
There are two types of adjustable port changes via telecommunication lines satellite modem.
threshold values: pre-alarm and main to the operator, the plant builder or the
alarm thresholds. Each of these alarm service provider, regardless of in which With this version, the modem permits
thresholds can activate a switching relay. place on Earth they are used. remote access to the DTECTX1 at any
time. This holds both for saved and for
A main alarm delay can also be pro- Advantages of Remote Monitoring with presently measured data. The device can
grammed to suppress brief exceedances of DTECTX1 be re-parameterized at any time in order
the threshold values. to conduct additional measurements suit-
• Worldwide, cost-effective monitoring of able for solving a current problem.
Two analogue outputs display the plants
characteristic-value levels they were as- • Presence of vibration expert no longer Another DTECTX1 version can auto-
signed to or report the alarm status to a required matically issue an alarm if a threshold
process control unit. • Permanent availability of monitoring value is exceeded. The alarm can also be
data activated via SMS or e-mail.
A “traffic light” display in the front • Immediate activation of alarms via
plate of the housing with green, yellow telecommunication lines DTECTX1 devices are delivered in a
and red lights immediately indicates the rail housing for installation in switch cab-
monitoring status. Measured data can at any time be called inets or as a 19” slide-in module.
up from a distance and analysed by the
Additional information is provided for FAG diagnosis centre. This permits a cost- On request we also offer the system in
the user on a two-line LCD display. effective, condition-based maintenance. an IP66-protected housing with an inte-
grated mobile phone modem. The avail-
Remote monitoring saves time-con- ability of other designs will be indicated
suming and expensive journeys, prevents on inquiry.
Front plate of the housing
3 FAG
TCP / IP Link · DTECTX1 Basic Systems
TCP / IP Link DTECTX1 Basic Systems with monitored via a freely selectable input
2, 4 or 8 Channels channel.
With this type of link the data are
transferred via a network using TCP/IP The smallest version of the Of course it is possible to define sever-
protocol. It is available if the administra- DTECTX1 device features two input al monitoring configurations for a single
tor is linked to a PC network (Ethernet) channels to which any sensors and signals channel.
and if the X1 device is also linked to this with an output voltage of +/-10 V can be
network via an additional channel, the connected. For example, with a device featuring two
so-called “comserver”. The comserver input channels and eight monitoring con-
makes the X1-device networkable. The recorded signals are transmitted figurations, the user can specify seven mon-
This makes it possible to access the to the device’s signal-processing elements itoring configurations for one of the chan-
DTECT from any PC connected to the via an internal multiplexer. nels and only one for the second channel.
network.
If signals from more than two sensors For every monitoring configuration
are to be processed, the sensors must be the DTECTX1 device determines the
connected to the DTECTX1 device via characteristic values from the time and
an external multiplexer. In this way up to frequency signals and saves them in the
eight sensors can be connected. configuration’s ring buffer. If speed-
tracked characteristic values are moni-
A DTECTX1 device can save and au- tored, the speed is also recorded as a sepa-
tomatically process up to eight monitor- rate trend. So every buffer contains the
ing configurations. characteristic values, possibly with the
corresponding speed, of a certain number
In a monitoring configuration the user of measurements. This number is deter-
defines the channel, the quantity to be mined by the number of characteristic
measured, the type of characteristic value, values obtained in every measurement.
the frequency bands and the alarm
thresholds for an X1. To ensure that the characteristic values
are saved over an extended period, the
Several DTECTX1 modules can be In each of these monitoring configura- saving intervals can be defined in the
networked via Ethernet, using TCP/IP tions up to 12 frequency bands can be monitoring configuration.
protocol, to form a plant monitoring sys-
tem that can be enlarged as required.
Up to 4 DTECTX1 devices can be
connected to a network (e.g. via a 4-port
HUB (router) and at the same time to a
modem (via the integrated router).
The logging of data and the automatic

evaluation - including activation of DTECTX1 DTECTX1 DTECTX1 DTECTX1
alarms - continues to be carried out local-
ly in the DTECTX1 modules.
The plant visualization software per- COM- COM- COM- COM-
mits the machine operator to see the con- SERVER SERVER SERVER SERVER
dition of the entire plant at a glance.
LAN 4-Port HUB (TCP/IP) LAN
Phone modem
or GSM port
FAG 4
ADMINISTRATOR-Software
Administrator Diagnosis Soft- laptop and to save the data - both para-
ware for DTECTX1 meters and measured data - on this
laptop.
The ADMINISTRATOR software Unlike many other vibration moni-

package runs under Win95, Win98, tors, this system also enables users to
WinNT and Win2000. The central com- identify the causes of problems and to
ponent of Administrator is a configura- initiate suitable measures to avoid such
tion module, called X1–Explorer, by problems in the future.
means of which the device is configured
via a serial interface and data are output
by the watchdog system.
In the graphic component of the X1

Administrator, the X1-Viewer, the meas-
ured data can be displayed graphically.
The user is assisted by various zoom and
cursor functions such as difference cursor,
harmonics display, zoom with mouse,
zoom via dialogue box and zoom in x/y
direction.
The monitored frequency bands in the

spectrum are also visualized in the colour
indicating their current alarm status
(green: no alarm; yellow: pre-alarm; red:
alarm, see picture on page 3).
In addition, there is a list of the latest

alarms, which also indicates their ampli-
tudes, the exact times when they were
measured, and possibly the correspond-
ing speeds.
The parameters of the settings can be

saved in a database. This permits users to
configure any number of X1 devices via
5 FAG
DTECTX1 Device Versions · Options
DTECTX1 Device Versions

• DTECTX1K2.12 (2 channels, 4 con-
figurations, 12 frequency windows,
speed tracking of the frequency win-
dows, envelope detector)
Order code:
DTECTX1K2.12

dows, envelope detector, 1 external
4-channel multiplexer)
Order code:
DTECTX1K4.12

dows, envelope detector, 1 external
8-channel multiplexer)
Order code:
DTECTX1K8.12
Options:
• Switch cabinet incl. power supply unit
and wiring, IP66, sheet steel, powder
varnished, for 2-channel DTECTX1
+ modem
Dimensions in mm: 400x400x220
(width x height x depth)
Order code:
DTECTX1.SSNT1
• Switch cabinet incl. power supply unit

and wiring, IP66, sheet steel, powder
varnished, for 4-channel or 8-channel
DTECTX1 + modem
Dimensions in mm: 600x400x220
(width x height x depth)
Order code:
DTECTX1.SSNT2
FAG 6
Options
• COMserver • Frequency-voltage converter

(speed, 0-100 Hz/0-600 rpm)
Order code:
DTECTX1.LAN Order code:
DTECTX1.TACHO
• Modem (standard telephone modem for • HUB (4-port HUB, TCP/IP router,
installation in switch cabinet) incl. RS232 interface)
Order code: Order code:

DTECTX1.MOD DTECTX1.HUB
• GSM modem (modem for installation • Low-pass module (12 frequency ranges:
in switch cabinet) 5, 10, 20, 50, 100, 200, 500,
1000, 2000, 5000, 10000, 20000 Hz)
Order code:
DTECTX1.GSM Order code:
DTECTX1.AAF2
7 FAG
Technical Data
Technical Data optionally: DTECTX1.AAF2 yellow for “pre-alarm”,

5, 10, 20, 50, 100, 200, 500 Hz, green for “no alarm”.
1 kHz, 2 kHz, 5 kHz, 10 kHz, 20 kHz
The vibration monitors are available in • Envelope detector with switchable HP
many versions. Therefore not all devices (750 Hz/2 kHz) (standard) Setting keys
feature all the features described.
Three keys on the front for para-
Signal amplifier meterizing the device, adjusting the dis-
Measured quantities and characteristic play during operation and alarm reset
values Adjustable from 1 to 1024, or autorang-
ing
Quantity measured by vibration pickups: System test
acceleration, convertible into vibration
velocity and vibration displacement A/D converter Automatic system test after system is
switched on
Calculation of the characteristic values in Resolution 12 bit, sampling rate up to
the time domain: 80 kHz
• RMS, peak value, peak to peak, steady Interfaces
component and crest factor
Memory RS232 (optionally RS485)
Calculation of the characteristic values in
the frequency domain: SRAM (non-volatile) ring buffer for diag-
• Effective value (RMS value) of accel- nosis characteristic values, spectrum and Field bus
eration, vibration speed and vibration time signal, EPROM program memory
displacement, broad-band in accord- Profi process field bus in preparation
ance with ISO 10816 1-3 (formerly
VDI 2056/ISO 2372) or selective FFT
• LDZ value (bearing diagnosis value), Temperature range
broad-band or selective 2048 lines
• Speed-dependent adjustment of the fre- Standard: 0 to 50 °C,
quency bands (position and width) Optionally: -20 to +70 °C
Outputs
Number of channels 2 switching outputs (relays, brake con- Housing

tact, make contact 30 V/5A) for main
DTECTX1 basic device with 2 channels, alarm and pre-alarm, analogue output Rail housing in accordance with DIN
4 channels or 8 channels with external can be assigned to a configuration, stand- 50022-35, 164x105x109 mm (width x
multiplexer ard 4 – 20 mA, optionally 0 – 20 mA, height x depth), mass < 1 kg or
0 – 5 V or 0 to 10 V, sensor raw signal to 19” slide-in module, power supply
BNC jack unamplified and buffered. 24 VDC/500 mA
Sensors
Standard piezoelectric acceleration pick- Additional inputs

ups and inductive vibration sensors as
well as other sensors (temperature, pres- 2 inputs for validation of the measured
sure, force, current, power) with voltage data, e.g. speed and power, are specified
output ±10 V max. Measuring ranges de- in separate ring buffer
termined only by pickups used
Display
Filters
LCD display: alphanumerical, 2 lines per
• 1 analogue antialiasing filter, Butter- 16 digits,
worth 24 dB/octave, adjustable via soft- LED “traffic light” display:
ware between 200 Hz and 10 kHz, red for “main alarm”,
FAG 8
FAG Industrial Services GmbH
Kaiserstrasse 100
D-52134 Herzogenrath
Tel. +49-24 07 / 91 49 0
State-of-the-Art, Condition-Related Monitoring

of Plants and Machines with
Digital FAG Vibration Monitors
Every care has been taken to ensure the correctness of the information contained
in this publication but no liability can be accepted for any errors or omissions.
We reserve the right to make changes in the interest of technical progress.
© by FAG 2001 · This publication or parts thereof may not be reproduced without our permission.
TI No. WL 80-65 E/99/4/01 · Printed in Germany by Weppert GmbH & Co. KG

MARINER OF THE SEAS
6. AZIPOD MOUNTING AND

DISMOUNTING
ABB Azipod Oy 7138MP 7138MP.2900.600
Mounting and Demounting Instruction
MEN/RN,OER 30.11.2001 eng C 1/6
Azipod® V21
P:\Projektit\7138MP\Asiakasdokumentit\Apu-kansio\1\6\7138MP.2900.600C.doc
MEN/RN,OER 30.11.2001 eng C 2/6
DRAWINGS NEEDED AT MOUNTING AND DEMOUNTING WORK
Assembly drawing 7138MP.2910.200

Rudder propeller lifting arrangements 7138MP.2900.602
Shaft shield and rope cutter 7138MP.2440.500
Zinc anodes for Azipod hull 7138MP.2330.502
Locking of propeller nut 7138MP.2440.501
The key of propeller nut 7138MP.2440.502
Installation instruction for propeller 7138MP.2100.600
Oil list 7138MP.2600.100
SEPARATE INSTRUCTIONS FOR MOUNTING AND DEMOUNTING
Mounting of stern tube seals (see separate document)

Overhauling of rotor/ propeller shaft Azipod
Mounting and demounting instructions of thrust bearing
Mounting and demounting instructions of propeller bearing
MEN/RN,OER 30.11.2001 eng C 3/6
SPECIAL TOOLS NEEDED IN MOUNTING AND DEMOUNTING
Mounting tools of propeller:

- Hydraulic pump 800 bar with pressure gauge 2 pcs
- High pressure hoses R1/4”
Hose L=3m 3 pcs
Hose L=6 1 pcs
- T- piece R1/4” 1 pcs
- Coupling R1/4” 4 pcs
- Thread adapter 3/8" to 1/4" 2 pcs
AZIPOD® V21 THRUSTER UNIT INSTALLATION ONBOARD
The bases of these instructions are that the thruster unit is assembled without propeller, fin
and propeller cap, which will be fitted after thruster unit mounting. (If any of these parts has
already been fitted then please ignore that part of the instructions.)
In addition, lifting eyes have to be welded to the hull of the ship according to drawing
7138MP.2900.602
If installation of the unit is to be done different from this instruction,

kindly contact ABB Azipod for comments.
All threaded joints, if not otherwise mentioned, are to be locked using Loctite 243.
1. WORK TO BE DONE BEFORE TRANSFER UNDER THE SHIP
1.1 The mounting block (with slewing bearing, gear rim and rotating upper cast section)
has been fitted. The air channels above the mounting block and the slip ring unit are
assumed not to have been fitted.
2.TRANSFER UNDER THE SHIP
2.1 The propeller unit is transported under the ship.
2.2 50 tons pulley blocks (4 pieces) are joined to the lifting eyes welded to the ship on
both sides of the mounting block downwards connection flange and the lifting eyes
of the pod. See drawing 7138MP.2900.602.
2.3 O-ring seal between for Azipod main connection flange is fitted. Loctite 5910 is
applies to the surface of the flange.
2.4 A guiding pulley block may be used from the Azipod room. (This may not be
possible on case the air channels and/or the slip ring unit has been fitted.)
MEN/RN,OER 30.11.2001 eng C 4/6
3. LIFTING AND SUPPORTING
3.1 The Azipod unit is lifted towards the installation block and centered/aligned at close
range. When the pod unit is approx. 50 mm from the flange of the mounting block
check the alignment of the center points of the two meeting flanges (visually from
outside and from inside by checking the bolt holes). Also check that the two flanges
are as parallel as possible.
3.2 Slowly continue lifting. When male location notch in the flange of the pod (the notch
is 15 mm high) is about to go into alginment with the other flange, check center
alignment and parallel alignment and that the location notches of the two flanges
meet correctly.
3.3 Slowly continue lifting. When the pod is positioned so, that there is an approx. 2 mm
air gap between the meeting flanges, fit six (6) of the joining M64 pin bolts of the
flange connection. The pin bolts are screwed to bottom and tightened by hand force
only.
3.4 Fit washers and nuts on the pin bolts (nuts are chosen by the tool to be
used for tensioning).
3.5 Tension the six nuts in cross-vice manner by small steps in torque until the to
flanges has fully met. Do not exceed the maximum permitted force for one bolt and
do the tensioning in at least five (5) steps.
4. CONTINUED WORK INSIDE THE SHIP
4.1 The guiding lifting chains are removed.
4.2 The rest of the M64 pin bolts with washers and nuts are fitted. (The pin bolts are
screwed to bottom and tightened by hand force.) The bolts are tensioned in
crosswise-manner by hydraulic pulling tool (last, the six bolts already fitted are
opened and retighten). It is recommended that the bolts are tensioned in two steps
(70% and 100% force). The counter nuts is fitted (torque 1 500 Nm).
4.3 The air channels and slip ring unit are mounted. Cables and hoses from the pod
up to the slip ring unit and the swivel unit are fitted (see separate instruction.)
5. TO BE DONE OUTSIDE THE SHIP
5.1 Remove the support of the Azipod.
5.2 Remove the 50 ton pulley blocks.
5.3 Prepare the outer seal for fitting of propeller (check alignment and position of seal
between liner/shaft and propeller.
MEN/RN,OER 30.11.2001 eng C 5/6
PROPELLER MOUNTING (drawing 7138MP.2100.600)
5.4 The propeller is lifted on to the shaft and nut is fitted. The propeller is press-fitted
according to instructions and the nut is tightened and locked.
5.5 The propeller cap with seals is fitted. The fitting bolts are locked.
(see instructions in propeller documentation)
5.6 The oil tanks of propeller shaft seals are checked, including checking and testing of
level
alarms, piping tightness and magnetic valves. Cleanness of all lubrication oil and
seal systems are assured.
5.7 Oil is poured into the propeller bearing, the thrust bearing and the seal chambers
(if not already done). Check that no leakage occurs. Cleanness of the systems are
essential.
5.8 The cap of the Azipod hull and seals are installed and mounted by screws.
The screws are locked.
5.9 The zinc anodes (drawing 7138MP.2330.502), shaft shield and rope cutter
(drawing 7138MP.2440.500) are mounted.
5.10 The service hatch of the Azipod is closed before painting.
6. AFTER LAUNCH FROM DRYDOCK
6.1 The 0-point of clearance of the slewing bearing is measured from four places.
Measurements will be written to official protocol. Before measuring check that the turn
angle of the rudder propeller is zero.
DEMOUINTING
In principle the demounting of the Azipod is done in the same sequence as mounting, but
backwards. The scope of the demounting work depends on the reason, so possibilities and
alternatives are many. The basic rule is that items 1.0 to 5.10 are to be carried out IN
REWERSE ORDER compared to mounting.
More infromation can be supplied on request from ABB Azipod.
MEN/RN,OER 30.11.2001 eng C 6/6
NOTE !
If upper structural parts of thruster unit are opened or loosened for a work, it is important
that the cooling channels are closed. When entering through the hatches in the air channels
all personnel must wear light shoes (safety shoes are not allowed). Loose objects are not
allowed in pockets or clothes if not especially secured. Tools must be secured with strings
to the person carrying and using the tool or with a string attached outside the Azipod.
Overhaul of the propulsion shafting is shown in separate drawing 7138MP.2400.600.
*****
R
R
ABB Azipod Oy Azipod lifting 7138MP.2900.602.01
SHa/OER 15.02.2001 eng SHa D 1
Description of lifting of the Azipod® unit according to the drawing 7138MP.2900.602
The lifting of the Azipod can be done with or without the propeller. With the propeller the weight is
approximately 182 tons and there is need for four or six lift shackles. When the lifting is done
without propeller the weight is approx.150 tons and four shackles are needed.
In this project the unit of the pod is splitted to two parts. The upper part is already assembled to
the ship. The lower part will be lifted up and connected to the upper part by bolts.
The lifting
1. The pod is transported under the ship.

2. The shackles ( 50 T ) 4 pcs or 6 pcs depending the weight are fixed to the lifting eyes in the
ship and the lifting eyes in the pod.
3. The guiding pins are fixed to the pod. These pins will go to the bolt holes in the upper part
of the pod.
4. The lower part is lifted with care near the upper part and the situation of the pins is
checked.
5. The lower part is lifted to the upper part, the pins are centering the lower part.
6. The bolts will be used to connect the parts.
7. The lifting shackles and other equipment are removed.
8. The following lifting lugs must be removed from the ship before pod can be turned:
All 50 tons lugs, pos. 2 in the drawing 7138MP.2900.602.
The assembly of the propeller
9. The propeller is transported under the ship.

10. The pod is turned towards the astern of the ship from pinion with pulleys.
11. The shackles ( 32 T ) 3 pcs, at frames #1 and #3, are fixed to the lifting eyes in the ship
and to the propeller.
12. The propeller is with very care lifted onto the shaft.
13. The propeller is assemblied onto the shaft according to a separate instruction.
14. The lifting shackles and other equipment are removed.
15. The following lifting lugs must be removed from the ship before pod can be turned:
The lugs on frames #1, #3, #14 and #16 can be remain but usually they are removed and
welded again when there is a need to do liftings.
Note! When removing the lugs it is good to leave couple centimeters for the future needs to
weld the lug again.
16. The lugs at the frames #1, #3, #14 and #16 are used when fitting the rotor and shaft.
P:\Projektit\7138MP\Asiakasdokumentit\Apu-kansio\1\6\7138MP.2900.602.01D.doc
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MARINER OF THE SEAS
7. SHAFTING AND OVERHAUL
FROM
CL
MARINER OF THE SEAS
8. SPARE PARTS
ABB Oy Instruction 5601501
VAP/BJö 21.5.2003 Eng. A 1/2
Spare parts in general

This document explains in short how spare parts are presented and organised in this
manual, how and where to order spare parts and what has to be taken into account
when making a guarantee request.
Part list
The spare spare parts are presented in a part list. It is a summary of different spare
part lists and comprising lists supplied by subcontractors as well as parts defined as
spare parts belonging to assemblies made ABB Oy.
The list also shows the information where in manuals to find the actual data sheet or
assembly drawing that the part belongs to.
Where to order
Spare parts orders shall be addressed to:
By mail: Phone, fax, e-mail:

ABB Oy
Customer Support Tel: +358 (0)10 22 26043
Strömbergintie 1B Fax: +358 (0)10 22 26060
FIN-003810 HELSINKI E-mail: lars.knif@fi.abb.com
FINLAND
How to order
In order to be able to serve you in the most convenient way, an order or inquiry
should at least contain the following details:
• Ship´s name
• Azipod´s spare part number (in Azipod´s spare part list)
Or, if the spare part number isn’t available:

• Ship´s name
• To which system the part belongs to
• Assembly drawing´s number
• Detail number in drawing
ABB Oy Instruction 5601501
VAP/BJö 21.5.2003 Eng. A 2/2
Guarantee request
In order to deal with guarantee requests, they must at least contain the following
information:
• An as accurate as possible description of the course / event, which has given

the reason to the claim.
• Which spare part is subject of the claim.
• The signature of the chief or his deputy.
MARINER OF THE SEAS
9. SERVICE BULLETINS

Azipod Unit General

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General

4 Azipod Operational Instructions

6 Azipod Mounting and Dismounting

VAP/BJö 9.10.2003 Eng. C 1/18

Fixipod unit assembly 7138MP.2910.250 E

Confined Space Manual 5601430 A

4 Azipod Operational Instructions

Appendix 2; Crash Stop for 3 pods

Maintenance interval table 7138MP.2910.110 C

Lubrication and hydraulic oil recommendation 7138MP.2600.100 B ç

Welding instructions for Azipods 3AFM5600005 A

Propeller and thrust bearing oil sampling instructions 7138MP.2600.102 A ç

Azipod steering gear oil sampling instructions 7138MP.3110.100 D ç

Bearing condition monitoring, Azipod, Lay-out 7138MP.2200.200 1/2 B

Bearing condition monitoring, Fixipod, Lay-out 7138MP.2200.200 2/2 B

Condition monitoring of Propeller and Thrust bearing with 5600020 B

6 Azipod Mounting and Dismounting

Description of Azipod lifting 7138MP.2900.602.01 D

Azipod Lifting 7138MP.2900.602 E

Shaft shield and rope cutter,Azipod 7138MP.2440.500 C

Shaft shield and rope cutter,Fixipod 7138MP.2440.550 D

VAP/BJö 9.10.2003 Eng. C 2/18

Zinc anodes for Azipod hulls, Azipod 7138MP.2330.502 C

Zinc anodes for Azipod hulls, Fixipod 7138MP.2330.552 B

Propeller nut locking 7138MP.2440.501 B

Key for propeller nut 7138MP.2440.502 B

Propeller mounting and dismounting, Azipod 7138MP.2100.600 B

Propeller mounting and dismounting, Fixipod 7138MP.2100.650 B

7 Shafting and Overhaul

Fitting of rotor and shaft, Fixipod 7138MP.2400.650 C

- Part List 7138MP.5010.100 A

VAP/BJö 8.4.2003 Eng

VAP/BJö 8.4.2003 Eng

Never enter the Azipod Unit without an assistant outside!

In addition to these safety instructions, make sure that when

5600003A Last saved on 29.8.2003

5600003A Last saved on 29.8.2003

2.1. ACTIONS ON THE BRIDGE/ IN THE ECR

1. Stop the vessel.

2. Stop the steering gear.

3. Stop the cyclo converter drive.

4. Stop the cooling fans.

5600003A Last saved on 29.8.2003

2.2. ACTIONS AT PSO SWITCHBOARD

1. Open the main circuit breaker of the propulsion drive

2.3. ACTIONS IN THE CYCLO CONVERTER ROOM

1. Press down the Emergency stop push button.

Location for the steps 3… has to be received from the shipyard.

3. Switch off the auxiliary power supplies for Azipod unit.

2.4. ACTIONS IN THE AZIPOD ROOM

1. Switch the cyclo converter to “Local control” position.

2. Switch off the cooling fans.

3. Switch the Servo units to “Local control” position.

4. Switch off the hydraulic pump motor starters.

5600003A Last saved on 29.8.2003

5. Switch on the turning brake.

6. Switch on the shaft brake.

7. Open the necessary Azipod service hatches.

2.5. WORKING INSIDE THE AZIPOD UNIT

2. Open the high voltage connection box.

4. Put on the earthing to the Slipring unit.

5600003A Last saved on 29.8.2003

5600003A Last saved on 29.8.2003