SRP/STP TABLE OF CONTENTS

Section / Page Title

7 / 2 13 Clutch
7.1 /2 Table of Clutch
7.2 /3 Data sheet K 60
/4 Dimension sheet K 60
7.3 /5 Friction Clutch
/6 Friction Clutch Actuation
7.4 /7 Data sheet K 200
/8 Dimension sheet K 200
7.5 /9 Data sheet K 305
/ 10 Dimension sheet K 305
7.6 / 11 Data sheet K 350
/ 12 Dimension sheet K 350
7.7 / 13 Dimension sheet Emergency Handpump
8 / 14 Cardan shaft
9 / 15 18 Basic Parts for Steering Systems
9.1 / 15 16 SST 502
9.2 / 17 18 SST 602
10 / 19 - 22 Engine Speed Control
10.1 / 19 20 Control by Push/Pull Cable (Copilot 2000)
10.2 / 21 22 Control by SCHOTTEL Speedronic
11 / 23 33 Electric System
12 / 34 - 45 Functional Description
/ 34 Steering System SST 602
/ 35 Speedronic Speed Adjustment
/ 36 Speedronic Speed Adjustment
/ 37 Clutch Operation
/ 38 Several Steering Desks
/ 39 Several Steering Desks (with 2 Steering Desks)
/ 40 Voltage Supply
/ 41 Warning System
/ 42 Steering Desk Panels
/ 43 Switch Box for Engine Room
/ 44 - 47 Interface DP System
13 / 48 General Service and Maintenance
14 / 49 General Information about the Vessel
15 / 50 Service Factor Calculation

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
04/00 HDB -/1
SRP / STP TABLE OF CLUTCH

CLUTCH SRP / STP

60 110 133 170 200 330

K 60 X

FRICTIONCLUTCH X

K 200 X X X X

K 305 X X

K 350 X

HANDPUMP X X X X X

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1039 7.1/2
 SRP DATASHEET
SCHOTTEL CLUTCH K 60

Technical Data
Max. input torque : 600 Nm
Max input speed : 3200 r.p.m.
Max. input power : 200 kW
Max. engaging speed : 900 r.p.m.
Direction of rotation : counter clockwise (clockwise on request) when
looking to the output flange
Max. service temperature : 45 C
Max. permissible inclinations :
longitudinal : 15
transverse : 15
Operating voltage : 24 V DC 10%
Power absorption at
operating temperature : max. 130 Watt
Clutch control : remote control 24 V DC
Emergency control : mechanically on clutch housing
Lub. oil quality : SAE 20 W40 (use with no EP additives)
Lub. oil viscosity : 22 32 cST at 40 C (313 K)
Lub. oil capacity :
without oil cooler : 2 l
with oil cooler : 2.5 l
Weight : 85 kg
Important:
Installation of oil cooler is always necessary.
Max. cooling water inlet temperature : 55 C (328 K)
Required cooling water flow : approx. 1.2 m/h
Heat to be dissipated : approx. 2.5 kW

Description
Multiple disc clutch, type PFI 60, in oil bath hydraulically operated with 24 V DC solenoid
selector for remote control. It is provided for connecting and disconnecting the propeller
from the driving motor.
When electric power 24 V DC is applied the clutch is engaged.
The clutch consists mainly of a multiple disc package with shafts and bearings mounted in
a cast iron housing. It is provided with a forced lub. oil system. The lub. oil pump is driven
from an input shaft.
The clutch is provided with an emergency device in case that the electric system fails. The
device can be actuated manually when input and output shafts are not rotating.
Normally the clutch is to be connected to the engine via an adapter housing, size SAE 1,
SAE 2 or SAE 3 and a flexible coupling. The flexible coupling to be selected under
consideration of the instructions of the manufacturer. The safety factor to the nominal
engine torque should be 1.6 to 1.8. Size of coupling to be confirmed by the torsional
vibration analysis. The coupling should be a plug-in type.
A plug is located on top of housing for connecting the electric system.
The clutch to be engaged at idle speed of engine.
The following options are available:
- Adapter housing SAE 1
- Adapter housing SAE 2
- Adapter housing SAE 3
- Oil cooler

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1015 7.2/3
 SRP FRICTION CLUTCH

Clutches are dry type units which engage an transmit torque by means of friction. They permit
rapid acceleration of the driven machine and provide reliable torque transmission. Machines
which are coupled by friction clutches are protected against damage which could be caused
by torque peaks arising during engagement or operation.

Friction clutch
For high speed applications and machinery and /or high engagement frequencies. Also for
diesel engines with fitting dimensions conforming to American standards SAE J 617, J 620
and J 621 and VDMA standard sheet 24380.

Outside Bearing Model

Mechanically operated clutch with outside bearing

Operation
The slip ring clutch sleeve are slid forward by a handlever control and produce pressure via
three levers against the thrust collar with adjustment ring. This is then transmitted via the plate
spring to the pressure plate. The pressure plate compresses the friction disc (or frictions discs
and inner discs in the case of a multiplate unit) and forces then against the plate mounted
integrally with the clutch hub. Friction is created and the drive transmitted over the toothed
ring on the hub by the friction disc/discs which have corresponding teeth around their
perimeter and which fir inside the toothed ring.

Once the clutch has been engaged all forces within the clutch are neutralised which precludes
any external forces being transmitted to neighbouring machine bearings. The use of plate
springs in the design of engagement mechanism has advantages previously mentioned.

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1016 7.3/5
 DATASHEET
SRP / STP ELECTRO-HYDRAULICALLY OPERATED
MARINE CLUTCH K 200

Technical Data
Max. input torque : 2180 Nm
Max input speed : 2100 r.p.m.
Max. input power : 411 kW
Max. engaging speed :
Direction of rotation : counter clockwise when
looking to the output flange
Max. service temperature : 80 C
Max. ambient temperature : 40 C
Hydraulic oil volume for disengaging : approx. 0.25 l
Disengaging pressure : approx. 45 bar
Hydraulic oil quality : HLP 32
Hydraulic oil viscosity : 22 32 cSt at 40 C
Hydraulic oil supply : from board or SCHOTTEL-system
Remote control : 24 V DC + 30% / - 25%
Power absorption :
Emergency control : locally by hand pump
Weight of basic clutch : 248 kg

Description
The SCHOTTEL clutch, type K 200, is a spring loaded clutch specially designed for marine
service. It is provided for connection and disconnecting the propeller from the driving
motor. The clutch can be engaged while the engine is running at low speed and
disengaged under all working conditions.
The clutch consists mainly of multiple disc package with shafts and bearings mounted in a
modular cast iron housing. Power is transmitted by the spring loaded disc package.
Clutch operation is independent. The clutch is engaged by spring packages and
disengaged by oil pressure. The anti-friction bearings are provided with long-life lubrication
and do not require any particular maintenance.
The hydraulic system for disengaging the clutch is normally integrated in the SCHOTTEL-
hydraulic system, required oil volume approx. 0.25 l. A handpump for emergency control is
included in the standard delivery scope.
The clutch is disengaged at idle speed of engine and engaged when engine speed is
increased. An additional on/off switch allows to run the engine at max. speed with clutch
disengaged. A lamp indicates the disengaged condition.
Normally the clutch is to be connected to the engine via an adapter housing, size SAE1
and a flexible coupling. The flexible coupling to be selected under consideration of the
instructions of the manufacturer. The safety factor to the nominal engine torque should be
1.6 to 1.8. Size of coupling to be confirmed by the torsional vibration analysis. The coupling
should be an plug-in-type.
The variable displacement hydraulic pump, mechanically driven, via V-pulley from the input
shaft of the clutch is included.

The following options are available:

- Approval of classification societies
- Clutch control by 24 V DC pump
- Flexible coupling (Size depends on engine power)
- Adapter housing SAE1
- Adapter housing SAE0

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1038 7.4/7
 DATASHEET
SRP / STP ELECTRO-HYDRAULICALLY OPERATED
MARINE CLUTCH K 305

Technical Data
Max. input torque : 3000 Nm
Max input speed : 2000 r.p.m.
Max. input power : 565 kW
Max. engaging speed : 800 r.p.m.
Direction of rotation : counter clockwise when
looking to the output flange
Max. service temperature : 98 C (368 K)
Max. ambient temperature : 45 C (418 K)
Max. permissible inclinations
longitidunal : continuous : 5
intermittent: 7.5
transverse : continuous : 15
intermittent: 25
Hydraulic oil flow for disengaging : approx. 3 l/min
Disengaging pressure : approx. 45 bar
Hydraulic oil quality : HLP 32
Hydraulic oil viscosity : 22 32 cSt at 40 C (313 K)
Hydraulic oil supply : from board or SCHOTTEL-system
Remote control : Electro-hydraulically
Operating voltage : 24 V DC 10%
Power absorption : approx. 2 x 30 W
Emergency control : locally by hand pump
Lub. oil quality : HL 32 (use no oil with E.P. additives!)
Lub. oil viscosity : 22 32 cST at 40 C (313 K)
Lub. oil capacity : approx. 4 l
Weight of basic clutch : approx. 285 kg

Description
The SCHOTTEL clutch, type K 305, is a spring loaded clutch specially designed for marine service. It
is provided for connection and disconnecting the propeller from the driving motor. The clutch can be
engaged while the engine is running at low speed and disengaged under all working conditions.
The clutch consists mainly of multiple disc package with shafts and bearings mounted in a modular
cast iron housing. Power is transmitted by the spring loaded disc package.
Lubrication is ensured by oil sump and oil must.
Clutch operation and lubrication are independent. The clutch is engaged by spring packages and
disengaged by oil pressure.
The hydraulic system for disengaging the clutch is normally integrated in the SCHOTTEL-hydraulic
system, required oil volume approx. 3 l. A handpump for emergency control is included in the
standard delivery scope.
The clutch is disengaged at idle speed of engine and engaged when engine speed is increased. An
additional on/off switch allows to run the engine at max. speed with clutch disengaged. A lamp
indicates the disengaged condition.
Normally the clutch is to be connected to the engine via an adapter housing, size SAE1 and a flexible
coupling. The flexible coupling to be selected under consideration of the instructions of the
manufacturer. The safety factor to the nominal engine torque should be 1.6 to 1.8. Size of coupling to
be confirmed by the torsional vibration analysis. The coupling should be an plug-in-type.

The following options are available:

- Approval of classification societies
- Clutch control by 24 V DC pump
- Flexible coupling (Size depends on engine power)
- Adapter housing SAE1
- Adapter housing SAE0

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1050 7.5/9
 DATASHEET
SRP / STP ELECTRO-HYDRAULICALLY OPERATED
MARINE CLUTCH K 350

Technical Data
Max. input torque : 3900 Nm
Max input speed : 1800 r.p.m.
Max. input power : 660 kW
Max. engaging speed : 800 r.p.m.
Direction of rotation : counter clockwise when
looking to the output flange
Max. service temperature : 98 C (368 K)
Max. ambient temperature : 45 C (418 K)
Max. permissible inclinations
longitidunal : continuous : 5
intermittent: 7.5
transverse : continuous : 15
intermittent: 25
Hydraulic oil flow for disengaging : approx. 3 l/min
Disengaging pressure : approx. 45 bar
Hydraulic oil quality : HLP 32
Hydraulic oil viscosity : 22 32 cSt at 40 C (313 K)
Hydraulic oil supply : from board or SCHOTTEL-system
Remote control : Electro-hydraulically
Operating voltage : 24 V DC 10%
Power absorption : approx. 2 x 30 W
Emergency control : locally by hand pump
Lub. oil quality : HL 32 (use no oil with E.P. additives!)
Lub. oil viscosity : 22 32 cST at 40 C (313 K)
Lub. oil capacity : approx. 4 l
Weight of basic clutch : approx. 285 kg

Description
The SCHOTTEL clutch, type K 350, is a spring loaded clutch specially designed for marine service. It
is provided for connection and disconnecting the propeller from the driving motor. The clutch can be
engaged while the engine is running at low speed and disengaged under all working conditions.
The clutch consists mainly of multiple disc package with shafts and bearings mounted in a modular
cast iron housing. Power is transmitted by the spring loaded disc package.
Lubrication is ensured by oil sump and oil must.
Clutch operation and lubrication are independent. The clutch is engaged by spring packages and
disengaged by oil pressure.
The hydraulic system for disengaging the clutch is normally integrated in the SCHOTTEL-hydraulic
system, required oil volume approx. 3 l. A handpump for emergency control is included in the
standard delivery scope. The clutch is disengaged at idle speed of engine and engaged when engine
speed is increased. An additional on/off switch allows to run the engine at max. speed with clutch
disengaged. A lamp indicates the disengaged condition.
A lub. oil temperature switch is installed on the front side of clutch housing. It has to be connected to
the alarm system of ship.
Normally the clutch is to be connected to the engine via an adapter housing, size SAE1 and a flexible
coupling. The flexible coupling to be selected under consideration of the instructions of the
manufacturer. The safety factor to the nominal engine torque should be 1.6 to 1.8. Size of coupling to
be confirmed by the torsional vibration analysis. The coupling should be an plug-in-type.

The following options are available:

- Approval of classification societies
- Clutch control by 24 V DC pump
- Flexible coupling (Size depends on engine power)
- Adapter housing SAE1
- Cooling coil, required cooling water capacity approx. 1 m/h at max. 45 C

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1051 7.6/11
SRP / STP FUNKTIONAL DISCRIPTION

Steering system SST 602

Electrohydraulic thrust direction control for SCHOTTEL propulsion systems

The main control system is a freely programmable, digital, way-dependent system.

The function of the control unit is based on a microcontroller system with very high
flexibility. The 360 control consists of two 19-inch electronic cards, which
communicate with each other through a field bus (Controller Area Network, CAN
bus). Other user-specific networking or decentralization can be implemented with
this field bus.
A potentiometer for the thrust direction setpoint is attached to the Copilot control
device on the steering desk.
A second potentiometer, mechanically connected to the propulsion unit, is installed
on the SCHOTTEL propulsion unit to provide a feedback signal.
The setpoint value is compared with the feedback value by the electronic cards
installed in the control cabinet. If the values are different, the hydraulic control valve
is activated by the electronic card via relays and the thrust direction is corrected
until the potentiometer values are matched.
The electronic cards monitor:
the internal CAN bus system
the voltage supply
the digital outputs for a short circuit
the controllers installed on the cards
the setpoint and feedback potentiometers for open circuit and short circuit
the valve control for open circuit and short circuit.
All malfunctions are indicated individually by LEDs on the front of the electronic
card.
If the electronic card detects a fault in the way-dependent system, it switches to the
time-dependent system, retaining the last value of the manipulated variable.
The time-dependent system remains active until it is manually reset. This is done by
switching the miniature circuit-breaker for the way-dependent system off and back
on again.
Failure of the way-dependent system is signaled to the warning system.
In time-dependent control, a rotary control switch on the steering desk acts directly
on the same control valve as with the way-dependent system.
The way- and time-dependent systems are individually protected via miniature
circuit-breakers. The systems are supplied with voltage from a common 24V DC
network.
All the components implemented in the electric system have been type-tested by
Germanischer Lloyd.
Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1052 12/34
SRP / STP FUNCTIONAL DISCRIPTION

Speedronic speed adjustment

Speed adjustment (Speedronic) for drive engines

The main speed adjustment system is a freely programmable, digital, way-

dependent system.
The function of the control unit is based on a microcontroller system with very high
flexibility.
A potentiometer for the speed setpoint is attached to the speed setting lever on the
steering desk.
A second potentiometer, mechanically connected to the adjusting lever, is installed
in the final controlling device on the drive engine to provide a feedback signal.
The setpoint value is compared with the feedback value by the electronic card
installed in the control cabinet. If the values are different, the servomotor in the final
controlling device is activated by the electronic card via relays and the speed is
corrected until the potentiometer values are matched.
The electronic card monitors:
the voltage supply
the digital outputs for a short circuit
the controller installed on the card
the setpoint and feedback potentiometers for open circuit and short circuit.
All malfunctions are indicated individually by LEDs on the front of the electronic
card.
If the electronic card detects a fault in the way-dependent system, it switches to the
time-dependent system, retaining the last value of the manipulated variable.
The time-dependent system remains active until it is manually reset. This is done by
switching the miniature circuit-breaker for the way-dependent system off and back
on again.
Failure of the way-dependent system is signaled to the warning system.
In time-dependent speed adjustment, a rotary control switch on the steering desk
acts directly on the same servomotor as with the way-dependent system.
The way- and time-dependent systems are individually protected via miniature
circuit-breakers. The systems are supplied with voltage from a common 24V DC
network.
All the components implemented in the electric system have been type-tested by
Germanischer Lloyd.
Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1053 12/35
SRP /STP FUNCTIONAL DISCRIPTION

Speedronic speed adjustment

Speed adjustment with EP (Electro-Pneumatic) converter for drive engines

The speed adjustment system is a way-dependent system.

For this purpose a potentiometer for the speed setpoint is attached to the speed
setting lever on the steering desk.
The voltage signal of the setpoint potentiometer is converted into a 4 to 20 mA
current signal by an electronic card installed in the control cabinet.
This current signal controls the electropneumatic converter mounted on the drive
engine.
When the Rudderpropeller is engaged, the control signal for the converter and thus
the engine speed are increased. The speed setting via the speed control lever is
inactive during the speed increase. After the Rudderpropeller has been coupled,
the speed setting of the final controlling device is reactivated.
The electronic card can also be used to implement functions such as:
reduction of the engine speed to 80%, for example, in case of a reduction alarm
from the warning system,
reduction of the engine speed to idling speed in case of a stop alarm from the
warning system.
If the power supply to the speed adjustment system fails, the value last set is
retained via the converter.
The EP converter and the electronic card have been type-tested by Germanischer
Lloyd.

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1054 12/36
SRP / STP FUNKTIONAL DISCRIPTION

Clutch operation
Operating the clutch between the drive engine and the SCHOTTEL propulsion
unit

The clutch is operated via a limit switch, an idling switch installed either on the
speed setting lever or in the speed final controlling device.
This idling switch is actuated whenever the idling setting is reached or passed. The
clutch is either engaged or disengaged via a plug-in relay card installed in the
control cabinet.
The relay circuit ensures that the clutch is engaged only in the idling position.
A hand-operated switch on the steering desk allows the clutch to be disengaged
regardless of the engine speed.
This makes it possible for the engine to be run up to operating temperature without
any load or for the SCHOTTEL propulsion unit to be disengaged in emergency
situations.
After the hand-operated switch has been reset, the engine speed must be reduced
to idling level again before the clutch can be engaged.

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1055 12/37
SRP / STP FUNCTIONAL DISCRIPITION

Several steering desks

Steering desk selection with enabling of the new steering desk

Installed on the main steering desk is a selector switch for command transfer and
command enable on other steering desks. Using this switch, command can be
returned to the main steering desk at any time.
Transfer of command to an auxiliary steering desk.
The desk selector switch on the main steering desk is set to the position "Operation
from auxiliary desk possible".
The indicator lamp "Command transfer possible" is illuminated on the auxiliary
steering desks.
The "Steering desk ON" pushbutton on the auxiliary desk must be pressed. This
causes the actuators of the thrust direction control and speed adjustment, if
Speedronic, to be switched off.
In the case of speed adjustment by means of an EP converter, the speed setting
lever of the steering desk that is to be activated must be in the idling position before
the "Steering desk ON" pushbutton is pressed.
The indicator lamps "Way-dependent systems in operation" on the auxiliary
steering desk flash.
The speed setting lever and the thrust direction control must be set to the same
positions as the propulsion unit, thus transferring command.
The flashing light of the indicator lamps changes to steady light and the actuators
are switched on again.
Command has been transferred to the auxiliary steering desk.
The main steering desk can resume command from an auxiliary steering desk at
any time by setting the desk selector switch to the position "Steering desk ON".
The command transfer procedure is the same as for transferring command to an
auxiliary steering desk.
Indicator lamps on each steering desk show which desk is currently active.

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1056 12/38
SRP / STP FUNCTIONAL DISCRIPTION

Several steering desks

Steering desk selection on vessels with 2 steering desks with equal rights
and one operator changing between steering desks

For the purpose of changing from one steering desk to another, each desk is
equipped with a "Steering desk ON" pushbutton.
When this pushbutton is pressed, the actuators of the thrust direction control and
speed adjustment, if Speedronic, are switched off.
In the case of speed adjustment by means of an EP converter, the speed setting
lever of the steering desk that is to be activated must be in the idling position before
the "Steering desk ON" pushbutton is pressed.
The indicator lamps "Way-dependent systems in operation" on the steering desk
flash.
The speed setting lever and the thrust direction control must be set to the same
positions as the propulsion unit, thus transferring command.
The flashing light of the indicator lamps changes to steady light and the actuators
are switched on again.
Command has been transferred.
Indicator lamps on each steering desk show which desk is currently active.

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1057 12/39
SRP / STP FUNCTIONAL DISCRIPTION

Voltage supply
Voltage supply with power supply unit

The main voltage supply comes from the shipboard electric power system.
This shipboard mains voltage is transformed into a 24V DC voltage by a voltage
transformer.
An additional series transformer can also be used if required by the shipboard
mains voltage.
The function of the voltage transformer is monitored by a voltage monitoring relay.
When the main voltage supply is switched on, the infeed changeover contactor and
the voltage monitoring relay are activated via an interval time-delay relay (the
contact closes for about 0.2 sec at switch-on and then opens again). The infeed
changeover contactor is locked by means of a contact of the voltage monitoring
relay.
A feeder from the 24V DC shipboard system is provided as a back-up voltage
supply. This voltage supply is likewise monitored by a voltage monitoring relay.
In the event of failure of the main voltage supply, the shipboard electric power
system or the voltage transformer, the 24V DC back-up voltage supply is
automatically activated. The operating voltage for the SCHOTTEL system is
switched over imperceptibly for the ship's master, in other words without any effect
on the operating functions.
Failure of the main or back-up voltage supply is signaled to the warning system via
contacts of the voltage monitoring relay.
For better heat dissipation, the control cabinet is forced-ventilated by means of a
fan.
If there is more than one system on a vessel, the main and back-up voltage supply
must come from independent voltage sources for each system.

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1058 12/40
SRP / STP FUNTIONAL DISCRIPTION

Warning system
Opto-acoustic warning system

The SCHOTTEL warning system provides a visual and acoustic indication of any
malfunctions that occur.
Each electronic card of the warning system is equipped for 5 monitoring locations.
Each warning input can be connected as either a closed-circuit or an open-circuit
input.
Each warning input can be delayed by means of a potentiometer accessible from
the front.
Malfunctions occurring during operation are signaled acoustically by the horn and
visually by a rapidly flashing light.
When the alarm is acknowledged by pressing the pushbutton "Horn OFF" on the
steering desk, the acoustic signal is stopped and the rapidly flashing light changes
to steady light.
The steady light is extinguished when the malfunction is remedied.
If a second malfunction is signaled before the first has been remedied, the horn is
re-activated and the new malfunction is indicated by a rapidly flashing light.
If a malfunction is rectified automatically before being acknowledged, the acoustic
signal is switched off and the rapidly flashing light changes to slow flashing.
The electronic card has been type-tested by Germanischer Lloyd.

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1059 12/41
SRP / STP GENERAL SERVICE AND MAINTENANCE
FOR SCHOTTEL-PROPULSORS

Lubrication oil in gears

Control weekly

Hydraulic oil
Control weekly

Lubrication oil change

Take oil samples after every 2000 h service hours and check.
If the water contents is more than 10,000 ppm and/or the ferruginous content is
more than 500 ppm the lubrication oil should be changed.
Changing of complete oil is recommended after one classification period (5 years).

Sealings (Radialshaft seals)

Sealings have to be changed after each classification period (5 years).
Expected life time for sealings is 8 to 10 years.

Roller bearing
Roller bearings are laid out to achieve life time of 10 years and more if the units are
in operation under consideration of the correct service factor.
After this time a change of bearings is recommended to prevent damages.

Bevel gears
Bevel gears are laid out for infinite life time, if the unit is serviced under
consideration of the correct service factor. If the lubrication system is operating
properly the bevel gear are not exposed to wear.

Controls
All mechanical, hydraulical and electrical control elements have to be checked
regularly, at least one time per year.

General
For service and maintenance for each order individual manuals are delivered. For
the individual order the special conditions mentioned in these manuals are of
course replacing all above recommendations.

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1060 13/48
SRP / STP GENERAL INFORMATION ABOUT THE VESSEL

Owner (name and address) _______________________________________

_______________________________________
_______________________________________
Shipyard (name and address) _______________________________________
_______________________________________
_______________________________________
Consultant (name and address) _______________________________________
_ ______________________________________
_______________________________________
Newbuilding no. of shipyard _______________________________________
Type of vessel _______________________________________
Service area _______________________________________

Size of vessel:
Length overall _________________ m
Length of waterline _________________ m
Breadth _________________ m
Draft _________________ m
Displacement _________________ m
Speed of vessel _________________ knots
Bollard pull _________________ t
No. of units per ship _________________

Additional information:
__________________________________________________________________
__________________________________________________________________
__________________________________________________________________
__________________________________________________________________
__________________________________________________________________
__________________________________________________________________

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1061 14/49
SRP / STP SERVICE FACTOR CALCULATION

Annual working hours

1.0 up to 3000

fZ 0.95 3000 5000

0.9 over 5000

Load

1.0 intermittent

FL 0.95 up to 50% full power

0.9 full power continuous rating

Overload conditions

1.0 no engine overload

fO 0.95 engine overload 10%

0.9 more than 10% engine overload

Field of operation

1.0 inland waterways

- inland waterways with limited depth
fS 0.95
- limited field of operation (coastwise)
0.9 unlimited field of operation

Sf = fZ X fL X fO X fS

 =  X  X  X 

Status Scale Alteration Index Drawing No. / Ident No. Section / Page
03/00 HDB1062 15/50