Podded Propulsion Drive

for Cruise Liner Seven Seas Voyager

Podded Propulsion Drive

General

The high luxury class cruise liner Seven Seas

Voyager built at the Italian T. Mariotti shipyard
in Genoa is managed by V. Ships Leisure in
Monaco and operated by Celtic Pacific (UK) Ltd.
on behalf of Radisson Seven Seas Cruises (RSSC).

She is equipped with the DOLPHIN podded

propulsion system developed in co-operation by
SAM Electronics in Hamburg (D), John Crane-Lips
in Drunen (NL) and VEM Sachsenwerk in
Dresden (D).

SAM Electronics was selected by ship yard and

owner to supply the following systems:
n Propulsion system with DOLPHIN podded
drives 2 x 7,000kW, 170 rpm,
n Bow thruster system with propulsion
drives 2 x 1,100 kW, 1200 rpm,
n Remote control system with joystick and
machine telegraphs,
n Main diesel alternators 4 x 7,200 kVA,
600 rpm,
n High voltage propulsion switchboards
6, 6 kV, 60 Hz,
n Mains transformers 2 x 3, 750 kVA and
6 x 1, 250kVA.
n Further SAM Electronics delivered the
navigation and communication system.

Power Supply System

The necessary energy for the propulsion and the
air conditioning drives as well as for the mains is
generated by four diesel alternators which supply
the two high voltage propulsion switchboards
equipped with SF6 circuit breakers. Via eight
transformers the different low voltage networks
are supplied from the high voltage propulsion
mains. Interconnections between the different
low voltage boards allow a supply of all
consumers also in case of a transformer failure.
7200 kVA, cos = 0,8, 600 RPM

D/G-3

The high voltage propulsion system is resistor

grounded for continuous operation with a single
grounding fault. According to redundancy
requirements of the classification rules RINA a
failure mode and effect analysis (FMEA) was made
showing the influence of all possible failures. After
a single failure at minimum 50% of the propulsion
power should remain. Such a single failure could
be a flooding of a room or fire inside a fire section.

7200 kVA, cos = 0,8, 600 RPM

7200 kVA, cos = 0,8, 600 RPM

D/G-4

DG

D/G-1

DG

3~

This requires that, for example, the propeller

drives, the converters, the diesel engines and the
switchboards are located in different rooms and
special pre-cautions are taken at the controls and
the monitoring of the system. Also the auxiliary
systems as e.g. cooling water system, ventilation
have to be divided up accordingly and the cable
trays have to run through different areas.

7200 kVA, cos = 0,8, 600 RPM

D/G-2

DG

3~

3~

DG
3~

MAIN

MAIN

SWITCHBOARD

SWITCHBOARD

PS1

PS2
6,6 kV / 60 Hz

6,6 kV / 60 Hz

MEASURING +
SYNCHRONIZING
TP4-S
2T2

A/C
COMPR.3
1000 kW

BOW THRUSTER
1100 kW
1200 RPM

7 MW / 176 RPM
DOLPHIN
POD-1

SB STEERING

SUBSTATIONS
440 V/60 Hz

2x3~

7 MW / 176 RPM
DOLPHIN
POD-2
EMERGENCY
SWITCHBOARD

440 V / 60 Hz

1250 kVA

CONTROL

TA-S

2x3~

2E1

1250 kVA

PT STEERING

M
3~

2E2

3750 kVA

1E2

CONTROL

CONTROL

CONTROL

1E1

3750 kVA

1250 kVA

1250 kVA

440 V
220 V

SUBSTATIONS
440 V/60 Hz
GALLEY F.2

TP2-S
2T1
4500/
2x2250 kVA

4500/
2x2250 kVA

TA-P

4500/
2x2250 kVA

1250 kVA

TP3-P
1T2

440 V
220 V

TP1-P
1T1
4500/
2x2250 kVA

GALLEY F.1

A/C
COMPR.2
1000 kW

1250 kVA

A/C
COMPR.1
1000 kW

MEASURING +
SYNCHRONIZING

3~

BOW THRUSTER
1100 kW
1200 RPM

440 V / 60 Hz

Single line diagram of the high voltage distribution system

Podded Propulsion Drive

Propulsion Drives

The two propellers are driven by synchronous

motors mounted in the underwater compartment
of the pods. As usual for podded drives, the propeller is directly mounted onto the motor shaft.
The propulsion motors are designed maintenance
friendly with asynchronous exciter for brushless
excitation. The stators are equipped with two
galvanic separated 3-phase windings systems
with 30 phase shifting for 12-pulses motor supply.
This secures excellent torque characteristics of the
propulsion motors with low torque harmonics in
the air gap and low noise operation.

MAIN SWITCHBOARD FWD. PORT

The motors with fully reversible speed are air

cooled by cooling aggregates installed in the pod
room. Two fan motors per cooling unit provide a
100 per cent redundancy in the air flow. A
de-humidifier unit reduces the humidity inside
the pod to prevent condensation at the walls. The
de-humidifier unit is supported by space heaters
at stand still periods.

from the high voltage switchboard. The control,

monitoring and excitation supply system of each
propulsion drive has been designed redundantly
with one system in operation. Synchro-converters
with DC intermediate reactors, propulsion,
excitation and mains transformers and both
propulsion switchboards are mounted in separate
rooms.

For redundancy reasons both winding systems of

each propulsion motor are supplied separately via
synchro-converter and propulsion transformer

6,6kV,60Hz

MAIN SWITCHBOARD AFT STBD

6,6kV,60Hz

PS1

440V

PROPULSION
TRANSFORMER
TP1-P(1T1)
D +7,5 y11d0

MAIN
TRANSF.1
TA-P

4500kVA
6,6kV
2x1kV

4500kVA
6,6kV
2x1kV

PROPULSION
TRANSFORMER
TP3-P(1T2)
D +7,5 y11d0

MAIN
TRANSF.2
TA-S

CONVERTER 1E1

CONVERTER 1E2

LCC1

LCC2

30

LCC2

45

LCC1

15

EXCITATION
TRANSF. 1T3

CONTROL

CONTROL

EXC

EXC
DCC

MCC

MCC

DCC

30

V1

V2
W1

U2

U1

30
W2

DOLPHIN PROPULSION
MOTOR POD-1
RPT1

Xn2

Xn1

ENGINE ROOM SWITCHBOARD FWD PORT

440V / 60Hz

ENGINE ROOM SWITCHBOARD AFT STBD

440V / 60Hz

Single line diagram of one propulsion drive

RPT2

EXCITATION
TRANSF. 1T4

3750kVA
6,6kV

PS2

3750kVA
6,6kV
440V

Harmonic Distortion (THD)

The harmonics generated by the synchro-converters
are reduced to admissible levels according to the
classification rules and the design regulations for
faultless operation of the sensitive consumers.
The following measures are provided for a
voltage total harmonic content (THD) of 5%:
n 24-pulses supply of the synchro-converter
drives to the mains if both propulsion motor
windings are operated (and 12-pulses
operation if only one winding system is
operated). For that each synchro-converter is
supplied via two propulsion transformers each
with two secondary windings with 30 phase
shifting and 7,5 additionally phase
deviation for 15 phase shifting between two
propulsion transformers. Additionally the
propulsion transformers are designed with
enlarged impedance.
n Design of the mains transformers with
grounded screen between primary and
secondary windings.
n Design of the main diesel alternators with
reduced reactance.

Fourier analysis transit speed

Additional measures as e.g. filter circuits for

connection to the high voltage switchboard
are not necessary. To reduce the magnetising
current inrush each propulsion transformer is
pre-magnetised before switching in.
The fourier analysis based on measurements of
the university of Genoa during the sea trials
shows the excellent results also under half motor
operation which is an emergency condition. The
THD values are less than the required values, also
in low speed and half motor operation (operation
only with one converter per Pod).

Fourier analysis half motor operation (worst case)

Podded Propulsion Drive

DOLPHIN Pod

The DOLPHIN podded propulsion system with its

electrical, mechanical and hydromechanical parts
has been developed in co-operation by SAM
Electronics and John Crane-Lips Netherlands with
the input of the extensive experience with

propulsion systems, propeller hydrodynamics and

steerable thrusters. The special motor design is
done by VEM Sachsenwerk in Dresden.

Pod Overview
Three main parts can be distinguished when
looking at the mechanical and hydrodynamical
part of the DOLPHIN. First is the underwater part
of the DOLPHIN, the actual pod, combining the
synchronous motor, the propeller shaft, propeller
seals and the propeller itself.
The second part, the steering mechanism,
connects the pod to the ship and allows the
propulsion system to function as a rudder. Third
and last part of the system is formed by the
components that are necessary to support the
propulsion line of electric motor, shaft and

Pod during docking in Genoa

propeller. Examples of these components are the

cooling system, the slip ring mechanism, the
bearing lubrication system and the propeller
shaft seal.
Ship owners, operators and component suppliers
have provided feedback based on their
operational experience with the current
generation of podded propulsors. The feedback
and experience have been included in the design
of the DOLPHIN.
In the following, the key features of the DOLPHIN
will be highlighted. This starts with the
hydrodynamic aspects and is followed by the
aspects of the steel construction, the shaft
bearings, the steering mechanism, the shaft seals
and the support systems.

Flange slip ring

Flange cooling unit

Cooling air in- and output

Steering unit

Slewing bearing

Steering hub
Seal support tanks

Lubrication oil pumps

Bilge pumps

Aft bearing position

Electric motor
Pod housing
Forward bearing position
DOLPHIN pod 3D model

Hydrodynamics
Several model test series have been carried out to
define a shape with an optimal efficiency. CFD
calculations have been made to investigate the
flow and pressure pattern around the pod. The
actual cavitation tests show that the pulling
propeller for this application is free of cavitation
and that the pressure pulse levels on the hull are
very low.
During the various sets of model tests, the loads
by both the propeller and the complete pod
housing have been investigated to support the
calculation method for the pod and its drive
components. To achieve this, a unique test set-up
was designed and manufactured.
To reach a good propulsion efficiency, the
underwater housing should be as small as
possible. This limits the access to some internal
components like bilge sensors or certain pipe
connections. Also the bearings and the shaft seals
have limited access and can be maintained only
during dry-docking.

A carbon / carbon slip ring system connects the

shaft to the pod housing to prevent potential
differences which could damage the bearing
insulation. The carbon / carbon system allows
very long maintenance free operation periods.

Slip Rings
The slip ring unit is mounted at the top flange of
the cooling air duct, the cooling unit at the side
flange. The cooling air is not blown through the
slip ring unit, so no oil or water dust from the
underwater compartment can reduce the contact
quality of the brushes. Also no carbon can
influence the insulation resistance of the motor
windings.
All supplies to and from the underwater
compartment have to run through a slip ring unit
with integrated swivel unit to allow an unlimited
turning of the propeller in azimuth direction. To
limit the size of the slip ring, the number of rings

has to be limited. So all signals from and to the

underwater compartment are running via a serial
data line, only power supplies have there own rings.
To increase the availability of the pod controls,
the serial data line is doubled. This requires also a
double set of the most sensors. Additional spare
sensors are build in and wired to pod data transfer
system PIO (Pod In / Out) for all units which are
not maintainable without dry-docking, like the
bilge sensors. In case of a sensor failure, the spare
sensor can be quickly connected to the PIO.
All power rings are brass rings with carbon
brushes, the data rings are gold plated with silver
brushes. To ensure a good contact quality at all
time, the main power rings are carved. This
increases the wear of the brushes so that at all
times a fresh contact is given to the ring. Also
with the increased wear, the live time of the
brushes is expected to be much more than 5 years.

Slip ring unit

Shaft Bearing System

Two bearing positions can be distinguished in the
DOLPHIN. The forward bearing position consists
of a single SKF CARB bearing. This bearing has
been selected for its capability to accommodate
the variable radial loads generated by the
propeller operating in an oblique flow, while
compensating for axial displacements of the
shaft caused by temperature differences.
Propeller thrust forces are transferred in the aft
bearing position. The combination of the forward
thrust, the radial and the reverse thrust bearing,
acts as a ball joint, allowing each of the bearings
to perform its own unique function. Several
series of model tests were used to develop the
calculation method for the loads on both the
propeller and the rest of the pod.
To avoid the passing of rotor induced electrical
currents through the shaft bearings, the forward
bearing is isolated from the pod housing.

Podded Propulsion Drive

DOLPHIN Pod
Steel Construction
The pod housing is designed as a welded
steel construction. To validate the construction
elements, a FEM model was made that describes
the pod construction in detail. The internal loads
on the pod housing by the internal components
and the external (hydrodynamic) loads have also
been modelled and serve as the input for the FEM
model. Several iterations with small corrections of
both the actual construction and the FEM model
have lead to a solid construction, that under
all circumstances forms a safe platform for the
components it encloses and supports.

model

mesh

loads

stress maps

Azimuth Steering System

The steering function of the DOLPHIN is
concentrated around the triple row slewing
bearing. The bearing transfers all the loads, in
particular the thrust, to the hull of the ship,
while the integrated slewing gear is transferring
the steering forces. Watertightness of the ship is
safeguarded by the integrated multiple lip seal.
The complete unit is connected to the ship
by means of a bolt circle on top of the outer
diameter of slewing bearing. This allows for an
uncomplicated design of the seating in the ship
and less time is necessary for the installation
procedure.

The hydraulic power pack for steering of the

DOLPHIN consists of two identical redundant
sides. Either side can drive the complete DOLPHIN
unit. A counter balance block installed close to
the hydraulic steering motors prevents the POD
from being rotated involuntarily by outside forces.

The controls of the azimuth system, the Lipstronic,

is interlocked with the converter system of the
propeller motor to prevent an overload of the
mechanical system.

Hydraulic power pack

Slip ring unit

For the steering actuators, the proven concept of

the LIPS steerable thruster range was used, with
the size of the components reflecting the higher
demands of the DOLPHIN unit compared to a
steerable thruster. The steering units are a
combination of a medium speed radial piston
hydraulic motor and a planetary gearbox. On the
current 7 MW DOLPHIN, 4 of such units are placed
within the slewing bearing circumference. The oil
contained in the reservoir formed by the steering
hub and the steering case lid lubricates both the
slewing bearing and the slewing gear. The low
viscosity oil is fully separated from the shaft
bearing lubrication system.

Cooling unit

Steering motors

View pod room

Podded Propulsion Drive

Pod Subsystems
Pod Control and
Monitoring System
The pods can be monitored via touch screens
located at the Engine Control Room (ECR) as
man-machine interface. Push buttons at the
main page lead to the detailed pages of the
different systems, where the data of the system
are displayed in a simplified system overview.
The page Values shows in detail the actual
analogue data of the drive in a bar graph view,
always both converter systems close together, so a
comparisation between the systems is possible
very easily. Different pages can be selected to have
enough space for all the values.

Touch Screen ECR

10

The page Status shows in detail the actual digital

data of both systems. Colour change from green
to red show easily where a value is not at the
expected status. Also different pages are available.

The pages Conv. 1 and Conv. 2 show the details

of the associated converter with digital temperature, current and voltage information as well as
status and alarm information.

The page Alarms lists up all alarms. Help text is

available on request for every alarm, further the
alarms are stored in a alarm history. The history
can be printed out on request.

The page Setup allows access to the internal

clock and some parameter settings during
commissioning. These parameter settings are
blocked by a password.

The page Pod gives more details to the mechanical systems of the pod. It has the four sub-pages
Cooling, Bearing, Bilge and Seals. On these pages
principle flow diagrams show the systems, the
status of pumps or valves is indicated by animated
symbols.

To support the operation of the pod drives several

subsystems are required. The most important
subsystems are:
n The motor cooling system
n The bearing lubrication and monitoring system
n The seal support system
n The bilge system
Further the brake, turning device and shaft
blocking system allows a maintenance and repair
of rotating parts like the diodes of the exciter.

Motor Cooling System

The motor is specially adapted to the requirements of the pod underwater housing, its
diameter is as small as possible with an extreme
length of the rotor to get the output power.
Therefore the motor requires cooling air from both
ends with an air outlet through slots inside the
stator. The air is re-cooled by a fresh water to air
heat exchanger located at the pod room inside the
vessel. The heat exchanger is connected to the
associated diesel cooling system and does not
require chilled water. This increases the heat
exchanger size but simplifies the system.
One air dryer per pod is foreseen to control the
humidity inside the pod to prevent condensing
water at the pod structure. The air dryer is
automatically controlled by a humidity sensor
inside the underwater structure.

11

Podded Propulsion Drive

Pod Subsystems
Bearing Lubrication and
Monitoring System
The lubrication system for the shaft bearings is
built up of two redundant pump sets situated in
the pod and an oil cooler and filters situated in the
pod room.

All shaft bearings of the pod are completely filled

with oil. Automatic started and stopped oil pumps
for each bearing housing ensure a proper flow
through the bearing. The oil temperature is
thermostatic controlled by a oil to water heat
exchanger and a heater at the storage / expansion

tank. To monitor the bearings Pt 100 temperature

sensors are mounted at each bearing housing.
These sensors will give an alarm in case of too
high or too low oil temperatures. In case of longer
stand still periods, the oil pumps will be
automatically started before the oil temperature
get to low values.
To monitor the bearings against wear a shock
pulse measuring system is installed. This system
has sensors at each bearing housing which are
wired to a converter unit which is accessible
during operation. The converter transfers the
signal into a 4 to 20 mA signal which is transmitted via the PIO to the control, where it is processed
into relative signal which gives an alarm at too
high values. The system works continuously, it
gives a good indication about the wear of the
bearings. For a better analysis, the converter can
be disconnected and a separate analyser system
can be connected to the sensor. So more detailed
information about the bearing is available.

12

Seal Support System

The shaft seal package of the DOLPHIN consists of
an outboard seal and two inboard seals sealing
the bearing housings.
The seal support system inside the pod ensures
that a correct working environment for the seals is
maintained at all times. Every seal at the motor
shaft is build in together with a spare seal, which
can take the job in case the first seal fails. To
control the working and lubricate the spare seals,
the seal support system is used. By loading the
seals with different hydrostatic pressure from the
oil tanks inside the pod strut, the operation of the
seals is controlled.
The main outboard seal to the propeller is a
pollution free, water lubricated face type seal. A
ventilated, void space between the main seal and
the spare lip seal ensures that no oil from the pod
bearing can reach the open water. In case of an
emergency, a inflatable seal can block the access
water to the pod underwater compartment.

13

Podded Propulsion Drive

Pod Subsystems

Bilge System
Main function of the bilge system is the
monitoring and draining of the void space of the
outboard seal. In addition, the bilge system is
designed to collect and drain oil or seawater
leakage from every possible source in the pod.
The applied closed circuit draining system
provides the best possible safe and clean
environment for the electric and electronic
components inside the pod.

All spaces which can be filled by oil or water are

connected to two bilge tanks mounted close to
the lowest cavity of the underwater compartment. One tank collects all the water, the second
tank all the oil. Two interchangeable bilge pumps
pump the liquids automatically into the inboard
bilge tank, from where it can be drained into the
ships bilge system. The ventilation of the water
tank is run through the swivel unit and ends

above the water line. Although the tank is

flooded fully, no outside water can get into the
underwater compartment. There are no open
liquids inside the pod housing, nothing can swap
around and damage the insulation of the motor.
Additional bilge sensors at the aft fairing cap and
at the lowest compartment of the pod monitor a
leakage.

Brake, Turning and Blocking

System
Mounted close to the aft bearing housing are the
shaft brake, shaft turning and shaft blocking
system. Operation of these systems is automated
and the control panel is situated in the pod room.
The mechanical blocking device allows ship
operation with one driven Pod while the propeller
shaft of the other Pod is blocked.

Bow Thruster
The two low noise bow thrusters of John CraneLips with variable pitch propellers are driven by
asynchronous motors with constant speed for
direct starting (DOL).

Local operation panel

14

Navigation and Communication

The basic components of the navigation system
NACOS (NAVIGATION and COMMAND SYSTEM ) are
RADARPILOT, CHARTPILOT, MULTIPILOT and for the
steering of the ship - the TRACKPILOT.

n ATLAS

The NACOS is based on a two network technology

(CAN-Bus for e.g. navigation data transfer and
LAN for e.g. exchange of electronic charts). So
every system component has the same data
information.

Following navigational equipment has

been installed as well:
n Speedlog ATLAS Dolog 23
n Echosounder ATLAS9205 with two 100kHz
transducers
n Position Indicators DEBEG 4422 (GPS) and
DEBEG 4422D (DGPS)
n Weatherfax
n UAIS DEBEG 3400
n Wind measuring equipment
n Voyage Data Recorder

The installed navigation system is a

NACOS 45-4 and consists of:
n Two ATLAS Radarpilots 1016/ARPA-3B14S band with 29 monitor
n One ATLAS Multipilot 1029/ARPA-2B8X-band
with 23 TFT screen
n ATLAS Trackpilot 9401, autopilot and track
steering processor with engine interface

Conningpilot 9330 CP-C with

21 console monitor
n ATLAS Chartpilot 9330 DP with 21 office
monitor

The installed GMDSS (A3) consists of:

n SSB radio DEBEG 3105, 250W, D6T, DC (MF/HF

radio transceiver equipment mounted into

radio console)
n VHF Radiotelephone DEBEG 6322, S/SD,INT/US
(Semi-duplex radio transceiver mounted into
radio/bridge console)
n INM-C SatCom equipment DEBEG 3220C
The radio communication is also equipped with
public communication consisting of:
n VHF Radiotelephone DEBEG 6342, S/D,INT/US
(Duplex Radio Transceiver for PANAMA)
n INM-B SatCom DEBEG 3232, Cl.2,HSD
n INM-B SatCom DEBEG 3232,Cl.1, HSD
n INM-M Satphone TT-3064A

Gyro system consisting of:

n Gyro compass STANDARD 20 PLUS (GGM)
n Magnet compass CLASS A FIBERLINE

15

SAM Electronics GmbH

Drives and Special Systems
Behringstrasse 120
22763 Hamburg . Germany

DOLOG

> 0.8 kt

^16.1 kt

132

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Phone: +49 (0)40 - 88 25 - 27 20

Fax
+49 (0)40 - 88 25 - 41 02
DSS@sam-electronics.de
www.sam-electronics.de

Other Sources

132

DOLOG

> 0.8 kt

^16.1 kt

132

132

132

1533.0 NM

132

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Analog-Slave
Indicator

1533.0 NM

^16.1 kt

> 0.8 kt

DOLOG

132

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132

NACOS RGB Monitor Signals

VHF +Bridge Microphones

Navigation Data +
NACOS Alarms

Fire Protection System

Hull Openings

Engine Automation

PORT

+RAD

- RAD

100 kHz

ATLAS ECHOGRAPH

100 kHz

9205

ECHOSOUNDER

Cable Connection
Unit

RADAR DISPLAY
ELECTRONIC UNIT

RADARPILOT
1016
29" Monitor

STBD

TVA

LAN

56,5 m

ECHOSOUNDER
Slave

Radar CAN 1 (Navigation Bus)

Radar CAN 0 (Radar Bus)

PORT

- RAD

+RAD

Cable Connection
Unit

MULTIPILOT DISPLAY
ELECTRONIC UNIT

MULTIPILOT
1029T
23,1 " TFT

TRACKPILOT

Engine Interface

TRACKPILOT
ELECTRONIC UNIT

Cable Connection
Unit

Azimuth Thruster
Interface

technical alterations reserved

RPM
Power
Clutch
etc

PORT

- RAD

+RAD

RADAR DISPLAY
ELECTRONIC UNIT

RADARPILOT
1016
29" Monitor

30 KW

BULKHEAD
TRANSCEIVER

Antenna
Gearbox

S-Band 14ft Scanner

STBD

VHF

Cable Connection
Unit

CHARTPILOT
ELECTRONIC UNIT

CHARTPILOT
9330 DP
21" Monitor

AIS
TRANSPONDER UNIT
DEBEG 3400

GPS

Printed in Germany Technical alterations reserved SAM Electronics GmbH DS 1.083.01/2011

1. Gyro Compass System

2. Magnetic Compass
3. Position Sensor 1 DEBEG 4422
4. Position Sensor 2 DEBEG 4422D
5. Anemometer
6. Voyage Data Recorder

e.g. for Interface Connections of

Navigation Sensors or -subsystems

STBD

Processor Controlled
Interswitch
(PCI)

INTERFACE
EXPANDER UNIT

Sensor Data
To RADARPILOT Cable Connection Units

Cable Connection
Unit

CONNINGPILOT
ELECTRONIC UNIT

CHART- / CONNINGPILOT
9330 CP
21" Monitor

30 KW

25 KW

- SEVEN SEAS VOYAGER Navigation and Communication

System
NACOS 45-4

79 kHz

ROT-Gyro

Cable Connection
Unit

DOLOG
ELECTRONIC UNIT

SPEED LOG
DOLOG 23

1533.0 NM

Video Capture Card

VHF / Bridge Audio

Serial, Analog, Digital

Interfaces

Ethernet Module

VOYAGE DATA REC.

ELECTRONIC UNIT

Final Recording Medium

Voyage
Data
Recorder

BULKHEAD
TRANSCEIVER

Antenna
Gear Box

S-Band 14ft Scanner

BULKHEAD
TRANSCEIVER

Antenna
Gear Box

X-Band 8ft Scanner

Podded Propulsion Drive

Navigation and Communication

LAN (VDR)