world`s first gas tugs - Rolls

in-depth
The widest range of marine
products from a single supplier
17
12
Automation and control systems
Azimuth thrusters
issue
17
Bearings
2012
Bulk handling
Deck machinery
Design and integrated systems
Diesel and gas engines
Dynamic positioning systems
Energy storage
Gas turbines
Power electrics
Propellers
Propulsion systems
Reduction gears
Replenishment-at-sea
Rudders
Seismic and subsea systems
Shiplift systems
Stabilisers
Steering gear
Tunnel thrusters
Turbo generators
Waterjets
WORLD’S FIRST
GAS TUGS
Gas propulsion for maximum efficiency with
lowest emissions
REGIONAL FOCUS CENTRAL EUROPE
Service centres expand to serve this hub of
marine activity
FLEXIBLE DP UPGRADES
Installing an integrated dynamic positioning
system enhances performance
Contents
36
26
COVER IMAGE PHOTOLIBRARY
PHOTO Aluminium Boats
06
News
02-05
17
issue
17
2012
Technology
06-09
WORLD’S FIRST
GAS TUG
Gas propulsion for maximum efficiency with
lowest emissions
10-12
REGIONAL FOCUS CENTRAL EUROPE
Service centres expand to serve this hub of
marine activity
FLEXIBLE DP UPGRADES
Installing an integrated dynamic positioning
system enhances performance
13-15
16-19
20-21
Front cover:
The world’s first LNG-fuelled
tugs are now in build for
operator Buksér og Berging.
Read about them on pages 2
and 6.
News and future events
22-23
24-25
LNG is an option for harbour
and escort tugs
Rolls-Royce and Bestway
unveil new energy-efficient
ship designs
Integrated ship and systems
design = Efficiency
Stronger together
Anti-heeling with
simultaneous roll-reduction
Venice Syncrolift®
demonstrates step change
in shiplift lift capacity
Safe and efficient deck
operations with new crane
technology
Regional Focus
26-30
31
Maritime excellence: from
the Bosporus to the Baltic
New European Service
Centres up and running
Updates
32-35
EMAS invests in flexibility
with performance
36-37
38-39
40-43
44
45
46-47
48-51
52
53-55
56-57
58-59
Working together to reduce weight and
enhance efficiency
Propelling and positioning drillships
QE carrier programme advances
Accurately placing rocks 1,200 metres deep
Pulling power for today’s advanced designs
Offshore
ffshore deliveries and orders
ff
Azimuth thrusters deliver for Swedish
Coast Guard
Helping harness the power of the wind
Power and speed for effective
ffective windfarm support
ff
Innovation in fishing vessel design
DDG 1000 programme gathers momentum
Support and Service
60-63
64-65
66
67
Focusing on training
Playing a key role in vessel conversion
Rapid response for emergency maintenance
DFDS ferry trio upgraded with Promas Lite
Contacts
68-69
Contacts
issue 17 2012
Opinions expressed may not necessarily represent the views of Rolls-Royce or the editorial team.
The publishers cannot accept liability for errors or omissions.
All photographs © Rolls-Royce plc unless otherwise stated. In which case copyright owned by
photographer/organisation.
EDITOR: Andrew Rice
DESIGNED BY: Paperclip Communications
CONTRIBUTORS: RW – Richard White | CT – Craig Taylor | DC – David Cheong | AM – Amy MacKay |
MG – Mirko Gutemann | MH – Marianne Hovden | AR – Andrew Rice
Printed in the UK.
If your details have changed or if you wish to receive a regular complimentary copy of In-depth please
email us at: [email protected]
© Rolls-Royce plc 2012
The information in this document is the property of Rolls-Royce plc and may not be
copied, communicated to a third party, or used for any purpose other than that for which
it is supplied, without the express written consent of Rolls-Royce plc.
While the information is given in good faith, based upon the latest information available
to Rolls-Royce plc, no warranty or representation is given concerning such information,
which must not be taken as establishing any contractual or other commitment binding
upon Rolls-Royce plc or any of its subsidiary or associated companies.
Viewpoint
The quest for operating
efficiency drives innovation and
technology.
T
he message from governments,
bankers and ship operators
seems to be very similar this
year to last, 2012 will be another
tough year. Banks have been cutting
their shipping exposure and financing
has become more difficult as lending
has tightened. The European Union
continues to pursue tighter financial
integration, and in the U.S. real growth
is proving elusive. With China slowing,
global growth forecasts for 2012 have
now reduced to around 3.5 per cent.
How things will eventually unfold
– and the knock-on effect this will have
– is not clear. Continuing volatility, at
least in the near term, is likely to be the
norm and the eventual outcome is likely
to have longer term implications for
shipping in general.
While challenges abound across
the industry, the higher value sectors
are proving resilient. In the highly
specialised offshore oil and gas sector,
further investment in deep water
exploration and production looks
particularly robust. We have recently
secured orders to provide thrusters
and engines for drillships in addition to
UT-Design Platform Supply Vessels and
Anchor Handlers.
The shift to low sulphur fuels and
the focus on sustainable shipping
has seen the steady uptake in LNG as
the fuel of choice for a growing number of newbuilds
scheduled for delivery by the 2015 ECA regulation
deadline. Our gas engines have been selected to power
a number of these vessels, including the world’s first
all-gas tugs.
We recently secured orders for the NVC 405 general
cargo carrier variant of our award winning Environship
concept. This innovative design delivers greenhouse gas
emission reductions of more than 40 per cent compared
to similar vessels.
The quest to reduce operating costs and the
environmental impact of vessels has been at the centre
of our thinking for some time, and this drives our
innovation and technology investment programmes to
meet the challenges our customers face.
In the naval sector, we have received orders for
power and propulsion systems for two more Littoral
Combat Ships for the US Navy. Twin MT30s power these
vessels, and benefit from over 45 million hours of airline
operating experience.
Rolls-Royce and Daimler have also joined forces
to create a new marine and industrial engine joint
venture through the acquisition of Tognum, maker of
MTU high speed diesel engines for use at sea and on
land. The engines and technology portfolios are highly
complementary to our Bergen medium speed engines.
As marine systems and equipment suppliers, the
goal of Rolls-Royce is to provide ship builders and ship
operators in the merchant, offshore and naval sectors with
cost effective, efficient and environmentally compliant
systems. A gas engine is a good start in reducing
emissions, but it is the effective integration of other energy
saving designs and technologies – for which we have a
strong track record and remains our continuing goal – that
makes the real difference.
I hope you enjoy reading more about how this is
being delivered through the articles in this latest edition
of In-depth.
TONY WOOD
President - Marine
02
NEWS
EVENTS
Visit us at the
following:
2012
JUNE
4-7
EAGE 74th
Copenhagen, Denmark
4-8
Posidonia
Athens, Greece
NEWS
World’s first
LNG-powered
tugs ordered
for Norwegian
terminal
AUGUST
14-17
Norfishing
Trondheim, Norway
28-31
ONS
Stavanger, Norway
SEPTEMBER
4-7
SMM
Hamburg, Germany
17-20
Rio Oil & Gas
Rio de Janeiro, Brazil
19-22
Monaco Yacht Show
Monaco, France
OCTOBER
22-26
Euronaval
Paris, France
NOVEMBER
4-9
SEG
Las Vegas, Nevada, USA
28-30
International
Workboat Show
New Orleans, Louisiana, USA
DECEMBER
4-7
Exponaval
Valparaíso, Chile
For further information,
contact:
Naval and submarines:
Donna Wightman
[email protected]
Merchant and offshore:
Gunilla Wall
[email protected]
60
waterjets for new
Indian Coast Guard
fast patrol boats
Rolls-Royce has secured a contract from India’s Cochin
Shipyard to supply waterjets for 20 new fast patrol
vessels for the Indian Coast Guard.
A total of 60 Kamewa 71S3np waterjets (three per
vessel), and associated equipment including a joystick
control system, which will enhance the manoeuvring
capabilities of the vessels, are to be supplied. The new
Kamewa S3 design offers
ffers higher speeds, improved
ff
acceleration and increased efficiency.
Power for each of the 48m long vessels will be
provided by three MTU 16V 4000 M90 engines, each
rated at 3,648kW. The new vessels will be capable of
speeds up to 33 knots.
Rolls-Royce has been a supplier to the Indian
Coast Guard for over 20 years with a large number of
waterjets already in service, as well as CP propellers
and stabilisers on other vessels in the fleet. The first
of three UT 517 pollution control
vessels, Samudra Prahari, entered
service in 2010.
Construction of the new ships
is part of an expansion of the
Indian Coast Guard.
When they enter service they
will operate in Indian coastal
waters and around island
territories. Their roles will include
coastal patrolling, anti-smuggling
missions, fisheries protection, as
well as search and rescue duties.
A milestone in green tug
development has been reached
with Buksér og Berging ordering
Rolls-Royce gas propulsion systems
for two powerful LNG-fuelled escort
tugs to operate at the Kårstø gas
terminal near Haugesund in Norway.
The tugs will work for the
state-owned oil company Statoil
and the process plant operator
Gassco on delivery in the third
quarter of 2013. They are 35m long
stern drive azimuth thruster tugs
with a broad 15.4m beam and a
bollard pull of about 65 tonnes. The
design was developed by Buksér og
Berging together with Marin Design.
“This is a breakthrough for our
Bergen gas engines in the tug
market, and for our new US35
thrusters in escort tugs,” says Robert
Løseth, Senior VP - Merchant,
Propulsion Systems and Engines.
“It confirms that our unique engine
performance characteristics in terms
of response time, fuel consumption
and low methane slip are important
to our customers.”
Two 1,705kW Bergen C26:33
6 cyl in-line gas engines will
provide the power. They will drive
two US35 azimuth thrusters of the
latest design through a mechanical
transmission. Rolls-Royce will also
provide its ACON control system
and monitoring for the gas system,
together with propulsion system
engineering, and the AGA Cryo
single LNG tank plus gas supply
based on two coldboxes. The system
is designed for weekly bunkering
intervals and bunkering time is
03
estimated to be 45 minutes.
Vetle Sverdrup, Commercial
Director at Buksér og Berging
AS, said, “We wanted to base
the design of the new tugs on
the spark ignition lean burn
engine concept, and the ability
to accommodate direct drive in
addition to a low emission profile.
The propulsion system on high
performance escort tugs needs
to accommodate rapid load
pickup over the entire load range.
Due to these factors, we chose to
work closely with Rolls-Royce on
this project.”
The tugs are being built in
Turkey by Sanmar Marine. For
more details, go to page 6.
PHOTO Skipsteknisk AS
PHOTO Buksér og Berging
www.rolls-royce.com
Seismic streamer systems for advanced
COSL vessel
The seismic survey vessel, named HYSY 720, has entered
service with China Oilfield Services Limited (COSL) and is
now operating in the South China Sea.
The vessel is equipped with a Rolls-Royce streamer
handling system capable of towing 12 streamers, each
8,000m long, to perform high-density seismic data
collection. It is the first and most advanced deepwater
seismic survey vessel built in China so far and is 108.3m
long with a 24m beam, a draught of 9.6m and has an
endurance of 75 days.
To increase operating efficiency,
the vessel is designed for a speed
of 16 knots and a towing speed
of five knots and has a dieselelectric propulsion system. This will
significantly reduce mobilisation
and demobilisation times, and
also contributes to improving the
comfort of the working and living
environment for the crew.
The model ST-327L CD vessel is
equipped with a new generation of
seismic collection system, integrated
navigation system and lateral control
system. Up to 75 people can be
accommodated onboard.
NEWS
Power for two
PHOTO U. S. Navy
04
more Littoral
Combat Ships
The contract to supply power and propulsion systems for
the two latest vessels in the U.S. Navy’s Littoral Combat Ship
(LCS) programme was recently secured by Rolls-Royce.
Designed to operate in combat zones close to the shore,
each LCS will be equipped with two Rolls-Royce MT30 gas
turbines driving four large Kamewa waterjets, enabling the
vessels to reach speeds well in excess of 40 knots.
This latest order is for ships named Little Rock and Sioux
City, and follows previous orders for the Milwaukee and the
Detroit, which are both under construction. Rolls-Royce
already powers two Lockheed Martin Littoral Combat
Ships, the USS Freedom, first deployed two years ago, and
the Fort Worth, which has now completed its U.S. Navy
acceptance trials.
Andrew Marsh, President - Naval said, “We have worked
closely with Lockheed Martin, the U.S. Navy and other
partners during the LCS programme, using our extensive
experience to further develop these highly advanced ships.
The combination of the MT30 gas turbine and our latest
waterjet technology will ensure these ships are at the
cutting edge of global naval capability.”
The MT30 is derived from Rolls-Royce aero engine
technology and builds on over 45 million hours of
operating experience. At 36 megawatts, it is the world’s
most powerful marine gas turbine and has the highest
power density in its class. The waterjets are among the
largest produced by Rolls-Royce.
A range of other Rolls-Royce equipment is specified in
the Lockheed Martin design, including shaftlines, bearings
and propulsion system software.
New service centre in Hong Kong
The Rolls-Royce service presence
in Hong Kong has been expanded
recently with the opening of a new
and enlarged service centre on Tsing
Yi Island.
It provides specialist support
and engineering services to the
Greater China region and forms
an important component of the
Rolls-Royce service network that
covers the entire east coast of China,
with existing facilities in Dalian,
Guangzhou and Shanghai.
“With a growing customer base
in Greater China, coupled with an
increasing number of customer
operations within the region, we
have relocated and expanded our
facilities to ensure we can deliver
our services close to where our
customers operate,” says P. T. Tong,
Branch Manager. “Service engineers
based here are on hand to provide
technical support wherever and
whenever required.”
The new facility will provide
support for a variety of vessels,
including a large number of fast
ferries that are in service between
Hong Kong, Macau and the
Pearl Delta. A large number have
Rolls-Royce propulsion systems
installed. It provides direct waterfront
access to major transport channels
and is capable of undertaking major repair, overhauls
and upgrades for popular Rolls-Royce products that
include waterjets, tunnel thrusters, azimuth thrusters
and deck machinery.
Sales support in Hong Kong has also moved to the
new facility.
www.rolls-royce.com
05
Four deepwater anchor handling vessels to get
advanced deck machinery
Rolls-Royce has secured a contract
from Swire Pacific Offshore to supply
advanced anchor handling systems
for four offshore vessels, currently
under construction in Singapore.
The systems are developed for the
safer handling of large anchors on
deck, such as the torpedo anchors
used in the deepwater oil and gas
fields off the coast of Brazil.
Arne Tande, Senior VP - Offshore Deck Machinery, said,
“Rolls-Royce supplies world-leading marine technology
that enables our customers to operate safely in challenging
conditions, such as the deepwater oil and gas fields. We
are delighted that Swire Pacific Offshore has again selected
our safety-critical technology, which demonstrates that our
focus on research and development and advancements
in the technical capabilities of our products continues to
position Rolls-Royce as the market leader for specialist
handling equipment in the offshore industry.”
Asian orders for popular deepwater UT designs
The rapid expansion of Asia into
the offshore industry looks set
to continue, with shipyards and
operators selecting Rolls-Royce
designs for deeper waters.
Singapore-based PaxOcean
Engineering is building two PSVs to
the Rolls-Royce UT 755 CD design,
at its shipyard in Zhuhai, China. The
vessels combine a proven ship design
with a range of Rolls-Royce onboard technologies that
include diesel-electric propulsion and deck machinery.
They are also equipped for firefighting and oil recovery.
The UT 755 CD has a deck cargo area of 670m2 and an
overall length of 78.7m with a 16m beam. Planned delivery
is the first half of next year.
In China four UT 771 CDL vessels will be built by the
COSCO (Guangdong) Shipyard Co. Ltd. These complex
vessels are flexible and highly efficient, featuring a fully
integrated systems package comprising diesel electric
Rolls-Royce will supply a complete
deck machinery system to each of the
four vessels, which are being built at
the ST Marine Singapore shipyard.
At the heart of each system is a
low-pressure hydraulic winch for
anchor handling and towing duties,
with a pulling capacity of 500t.
propulsion system, deck machinery,
bulk handling equipment and
automation and control systems. The
vessels will also be able to undertake
firefighting duties. They will be
equipped for transporting pipes,
equipment and cargo to and from
pipelaying barges, oil drilling and
production platforms.
Delivery is scheduled for 2014
and the contract includes options
to build an additional six vessels of
the same design.
Korean shipbuilder Hyundai Mipo
Dockyard Co. Ltd is to build four
UT 776 CD vessels.
Hyundai’s President and CEO
W G Choe said, “We are extremely
pleased to enter into this deepwater
segment by building vessels of
a world-leading design from
Rolls-Royce.”
The 4,400t, 90m long UT 776 CD
design incorporates a range
of Rolls-Royce systems like
diesel-electric propulsion. They will
be built at Hyundai’s Ulsan shipyard
for delivery in 2013 and 2014. The
contract includes options for a further
two vessels.
PHOTO Øyvind Hagen/Statoil
06
Technology
The Kårstø gas
terminal near
Haugesund in
Norway where
gas-powered tugs
will begin operating
next year.
07
LNG is an option for
harbour and escort tugs
Rolls-Royce has a long history of providing conventional
tug propulsion systems and is now the first to provide full
gas systems for this vital application.
08
TECHNOLOGY
1
PHOTO Per Magne Einag
2
3
P
roviding propulsion systems for tugs comprising Bergen diesel
engines driving azimuth thrusters of various specifications, is
something Rolls-Royce has been successfully doing for over 25 years.
The rapid response to load and excellent low load fuel
consumption of the Bergen range of gas engines makes them ideally
suited to tug applications. This, coupled with the extensive experience of
Rolls-Royce in providing gas engines for marine propulsion, has seen designs
for LNG-fuelled tug propulsion being developed for several years. The high
power density of the recently introduced Bergen C-series gas engines is also
an important factor.
The particular attraction of Rolls-Royce Bergen C-series gas engines to
power tugs is low levels of emissions. These include the greenhouse gas
CO2 which has a global impact, and because methane slip is very low in this
engine type, the total GHG emission reduction is not seriously compromised
by unburnt methane in the exhaust. NOx emissions are reduced by around
90 per cent and SOx is negligible. Also important in tugs working in ports
and approaches, which are often close to residential areas of high population
density, is the absence of soot and smoke particulates. Of growing concern
are emissions to water, and the likelihood of oil spills is much reduced when
LNG is the fuel.
Bergen gas engines have a high thermal efficiency. SFC, NOx and CO2
emissions are actually lower at low engine loads, the reverse of most
diesel engines. The C-series gas engines are also approved for both direct
www.rolls-royce.com
09
TABLE 1:
All are based on a tug powered by two 1705 kW engines driving azimuth thrusters, with a
typical annual operating profile of 300 days per year with 4,200 operating hours.
Operating Mode
TIME%
Standby (coupled & uncoupled)
38%
Transit (sailing from & towards a job)
33%
Assist (connected to ship)
29%
TABLE 2:
Illustrates the potential saving in fuel and lube oil consumption.
Fuel use comparison
MGO*
LNG**
Average fuel consumption
g/kWh
194
157
Annual fuel use
tonnes per year
868
702
Lube oil consumption
g/kWh
0.8
0.4
Annual lube oil use
tonnes per year
3.3
1.6
T Cycle Type
Test
T
E3 (Variable speed propulsion)
* MGO Specific Heat 43.0 MJ/kg. Density 858 kg/m³
** LNG Specific Heat 49.4 MJ/kg. Density 430 kg/m³
TABLE 3:
Shows the projected reduction in emissions. The Bergen gas engine has a low methane slip of
3.10g/kWh at full load, which has been taken into account when calculating the equivalent CO2
reduction of 23 per cent.
Emissions comparison
MGO
LNG
NOx emissions
g/kWh
9.6
1,1
NOx
tonnes per year
41
5
SOx emissions
g/kWh
0.2
0
SOx
tonnes per year
0.9
0
CO2
tonnes per year
2,716
2,202*
Environmental Ship Index
ESI
7.27
90.66
*Includes an averaged 3.7 g/kWh methane slip equivalent CO2
1. The Rolls-Royce
LNG propulsion
system for a
harbour tug.
2. The number of
LNG bunkering
facilities is
growing and
refuelling is a
simple operation
that can take
under an hour.
3. Gas propulsion is
also an option for
pusher tugs.
mechanical drive or as gensets and can accept rapid changes in load. They
can therefore be used in a variety of propulsion solutions, depending on the
operating profile of the tug.
A study of ship assist tug operations shows that a tug has a varied working
profile. Long-term operational studies demonstrate that harbour tugs will
typically only spend 29 per cent connected to a ship, actually carrying out its
assistance duties, 33 per cent of total operation time in transit, sailing from
and towards a job, while the remaining 38 per cent is spent on standby and
loitering.
Throughout a day or week, a tug’s power requirements can vary
tremendously. Diesel engines normally have a much higher level of specific
emissions and fuel consumption at low loads, compared with the most
efficient operation at high loads in terms of emissions and fuel burnt per
unit of power output. A characteristic that has resulted in the recent move
to hybrid tugs by some operators. It is here that Rolls-Royce lean burn gas
engines score.
Rolls-Royce has evaluated a number of LNG-fuelled propulsion systems for
harbour tugs and the first are now under contract (see page 2). The system
selected produces over 65 tonnes bollard pull and uses a stern drive azimuth
thruster layout based on two US 35 CP thrusters with controllable pitch
propellers. They are directly driven by two Bergen C26:33L6PG gas engines,
each delivering 1,705kW and running at 1,000rpm. Aquapilot controls and
ACON automation are part of the package.
A vertical C-type gas tank of
78m3 capacity and two separate
cold boxes are installed under the
foredeck and provide sufficient
capacity for 150 hours running at
50 per cent load. Refuelling is a
simple operation and is required
once a week from either a
shore-based tank, road tanker or
transport storage unit. Fuel transfer
time is just 45 minutes, provided a
100m3/hr
33/hr system is used.
Although the initial capital costs
are higher for gas propulsion due to
the cost of the fuel system, this can
be offset within a relatively short
time by significantly lower annual
operating costs. You also have a very
environmentally friendly vessel that
satisfies forthcoming legislation,
with the emissions reduction
advantage there from day one.
Ship construction data is used to
calculate the vessel environmental
ship index (ESI). This is a score
based on the vessels environmental
credentials. It is expected that in
the future, this, or a similar scoring
system will be used to tax vessels
entering port. The score does give a
good indication of how much more
environmentally friendly LNG as a
fuel is, compared to MGO.
These analyses are based on
long-term experience with tug
propulsion. Rolls-Royce supplies
engines, thrusters and winches
for tugs all over the world and the
US series azimuth thrusters are
particularly popular due to their
good performance and robustness.
US 205 FP thrusters already propel
environmentally friendly tugs and
have been selected for the second
of the Foss hybrid tugs, following
the successful operation of the first
of the type, Carolyn Dorothy
Dorothy, at Long
Beach and Los Angeles over the past
two years. [AR]
10
TECHNOLOGY
1
2
3
4
Rolls-Royce and Bestway unveil
new energy-efficient ship designs
Combining proven European ship design and systems experience with
Chinese capabilities in ship building, Rolls-Royce is delivering a range of
new commercial ship designs.
T
he global shipping industry is now firmly committed to using vessel
designs and systems that will cut greenhouse gas emissions. China
is also entering a green era, with national policy supporting energy
efficiency and environmental protection, with the target of cutting
CO2 emissions per unit GDP by 40-45 per cent by 2020.
To meet the evolving low emissions requirements of the global,
intra-regional and inland shipping trade, particularly in Asia, Rolls-Royce and
Bestway formed a Joint Project Team (JPT) in Shanghai at the start of 2011.
The first of the new designs have now emerged.
They range from 2,500 to 100,000 deadweight tonnes (dwt), including
the 4100 Series roro carriers (from below 9,000 – 11,000dwt and above), the
4400 Series container carriers (up to 2,000teu), the 4600
Series general cargo carriers (up to 40,000dwt), the 6400
Series LNG carriers (up to 40,000m3) and the 4800 Series
bulk carriers (up to 100,000dwt). All are designed to comply
with and exceed future emissions targets.
”As more international emissions controls are
progressively introduced, the marine industry is
collaborating to ensure that designers, equipment
manufacturers, yards and owners work together to create
highly efficient vessels that improve operating costs
while reducing harmful environmental impacts,” says
www.rolls-royce.com
1. JD 4801 bulk carrier
- 37,000dwt.
2. JD 4601 cargo
carrier - 37,000dwt.
3. JD 4104 GFF roro
cargo carrier 9,000dwt/2,100lm.
4. JD 4103 GFF roro
cargo carrier 9,000dwt/1,750lm.
5. JD 4401 container
carrier - 2,000teu.
5
Arne Magne Vik, JPT Technical Director. ”Through our collaboration with
Bestway, we are well placed to lead this charge.”
The designs benefit from the combined design and systems expertise of both
companies in producing highly efficient vessels tailored specifically for the future
merchant shipping market, in which low emissions and reduced operating
costs are key drivers. This includes the application of Liquified Natural Gas (LNG)fuelled propulsion, which is gaining acceptance globally as a marine fuel, and
where Rolls-Royce has accumulated significant experience with 23 gas-powered
vessels now in service or on order.
With the exception of the general cargo/bulk designs, which have
diesel-only systems at the moment, all designs have the propulsion options
of either conventional diesel/hybrid or gas. Those designs featuring Rolls-Royce
Bergen gas engines already meet IMO Tier III requirements for nitrogen oxide
(NOx), sulphur oxide (SOx) and carbon dioxide (CO2) emissions, which come into
force in 2016.
With the Energy Efficiency Design Index (EEDI) being mandated from 2013,
each design has been given an EEDI rating calculated using MEPC 1/Circ 681.
However, they are subject to change, as the formulae have not been fully
clarified for some vessel types.
Roro vessels in the JD4100 model range feature a low drag hull form and
sea-friendly bow with twin Promas integrated propellers and rudders. Three are
based on the same 150m hull design, have a deadweight of 9,000dwt and carry
200teu on the upper deck with 1,800 lane-metres, but
have different
fferent stern ramp arrangements. Diesel or gas
ff
propulsion can be specified.
Lane-metre capacity of the gas-powered JD4103GF
is reduced by 50m, as some cargo space is lost to
the gas tank. The 166.6m long JD4104GF, with a
deadweight of 11,000dwt, 21,000 lane-metres and
capacity for more than 250teu, is currently the largest
in the family. It has the same propulsion system as
its smaller sister, which comprises of twin Bergen
B32:40L8PG main engines, rated at 3,220kW, and
a Bergen C26:33L6AG 2,000kW auxiliary generator,
hence the slightly slower service-speed of 15.6 knots.
Range for the gas-powered ships is 6,000nm, with
6,500nm for conventional diesel power. EEDI ratings
range from 19.4 to 15.9, although they do not yet
apply to roro vessels.
The JD4400 series container vessel family so far
comprises two designs able to carry 2,250teu and
2,194teu respectively. Both are 198.5m long with a
deadweight of 30,000dwt. There is an extra cost for
the LNG system and a reduction in cargo handling of
11
12
TECHNOLOGY
1
3
2
1. Much
uch of the ship
design work is
undertaken in
Shanghai.
2. 6401 LNG carrier –
5,000m³.
3. 6405 LNG carrier –
10,000m³.
56teu to make room for the gas tank. However, the extra capital cost and
the theoretical loss of earnings are more than offset
ffset by the fuel economies
ff
and lower emissions of the LNG-fuelled variant, which has an EEDI of 12.2.
It is powered by a single Bergen B35:40V16PG, driving a single Promas
system with CPP, supplemented by three Bergen C26:33L9AG generator
sets, powering through a power-take-in (PTI). The diesel-powered JD4401
drives a FP Promas system and has a 1 knot faster service speed of 18.5
knots with an EEDI of 13.
Adopting a similar hull design and propulsion arrangements are the
JD4601, a 37,000dwt handysize bulker, and the JD4801, a 37,000dwt
general cargo carrier. Both vessels are 180m long, with a beam of 29.8m
and an EEDI of 4.4. Propulsion power is provided by a 6,250kW diesel,
driving a FP Promas system for a service speed of 14 knots.
The final designs are small LNG carriers with capacities from 5,000 to
40,000m3, ideal for the anticipated demand in smaller vessels to supply LNG
bunkering points as the world’s LNG infrastructure develops. All have an
EEDI of 23.1, a range of 1,500nm and a service speed of 13 knots. Smallest is
the 5,000m3 JD6401, with a length of 99.9m and 18.4m beam. Main engine
is a Bergen C26:33L8PG, rated at 2,160kW, which drive a
single Promas system, and a Bergen C26:33L6AG genset.
Both engines are able to run on boil-off
ff gas (BOG) or LNG
from twin 80m3 storage tanks. A hybrid shaft generator
provides the electrical power, which can be used to
increase propulsion power or for redundant propulsion.
The larger JD6405 with 10,000m3 capacity can be
specified with either gas or dual fuel propulsion. It is
a shallow draft design well-suited for rivers and coastal
waters and has a length of 124.9m and a 22.4m beam
with 4.5m draught. Propulsion power is provided by twin
1,620kW Bergen C26:33L6PG engines driving Promas
systems and running on LNG stored in two 120m3 tanks.
The dual-fuel version incorporates two 425kW diesel
gensets that can also provide extra power and emergency
propulsion through a hybrid shaft generator system. [AR]
www.rolls-royce.com
Integrated ship and = Efficiency
systems design
13
Ship design is a complex
subject with many factors
influencing the shape of a
vessel. A distinctive hull form
is important for marketing,
but it is the detail design of
the hull hydrodynamics and
the effective integration of
the propulsion system that
improves profitability and
reduces operating costs
and emissions.
14
S
TECHNOLOGY
hip and systems design is
an area where Rolls-Royce
continues to invest heavily in
research and development,
to ensure that the company’s designs
are the optimum for the customer’s
needs and can cope with real
operating conditions.
A combination of CFD
(computational fluid dynamics) and
tank testing is used. Promising designs
can then be verified by tank testing
and compared with operational
feedback from over 800 Rolls-Royce
designed offshore and merchant
vessels operating globally.
Because of its extensive product
range, Rolls-Royce has the ability to
integrate complex ship systems that
are engineered to work efficiently
together. As an integrator and a
designer, it aims to get the best
products together as an efficient
system and design the optimum ship
around them.
The design process normally starts
by sitting down with ship owners
to gather as much data as possible
on what they want their vessels to
do. Details such as operating routes,
anticipated weather conditions,
turnaround times in port and the
type of cargo all have a significant
impact on the design. A detailed
picture of the operating profile is
built up long before a ship gets to
the drawing board.
With the introduction of new IMO
emissions regulations in 2016, it is also
1
very important to plan ahead and consider the legislative
landscape and any other requirements that may be in place
when the vessels enter service.
The result for the customer is that the performance of a
new design can be predicted early in contract negotiations,
giving confidence that the actual ship will behave as
calculated and the full benefits of innovation realised.
Integrated processes
Development of a hull form with the required performance
for the customer’s operation goes hand in hand with
structural strength and steel work calculations. Once a ship
design has been agreed on with the owner, Rolls-Royce
works closely with the shipyard and the owner to develop
detailed specifications and working drawings.
As shipyards across the world build Rolls-Royce designed
vessels, there is a three-way relationship between the
yard, the ship owner and the designer. For merchant
vessels, a team in Croatia specialises in producing the
detailed production drawings of the ship and the installed
equipment. Using powerful software, the exact order
of build can be specified, as can input for the computer
programmes that will cut and weld the steel.
Over the last year, there have been a number of
examples.
NVC 405 – the first of a new generation
Last year, Rolls-Royce unveiled its new Environship concept
general cargo vessel and secured its first orders from
Norwegian transport group Norlines. The 112m long and
5,000dwt design combines the best available gas power
and propulsion technology into an innovative hull design
to provide numerous environmental benefits, including the
virtual elimination of SOx and a reduction of CO2 emissions
by more than 40 per cent compared to similar vessels.
The hull incorporates improvements in hydrodynamics
and wave piecing technology (patent pending) that
enables the ship to cut through rather than ride over
waves for improved performance in a seaway, enabling
operators to remain on schedule
without needing to burn additional
fuel to make up lost time.
Powered by a single Bergen B35:40
V12 gas engine developing 3,930kW,
two of the vessels are now being built
at the Tsuji Heavy Industries shipyard
in Jiangsu, China. The vessels will
enter into service progressively from
October 2013, operating along the
West Coast of Norway.
NVC 604 – Bunker tankers
Three NVC 604 bunker tankers have
been designed for Brazilian operator
Navegação São Miguel Ltda (NSM)
to build at their own yard in Niteroi,
Brazil. The vessels have Rolls-Royce
systems and equipment and are to be
delivered by the end of 2014.
Rolls-Royce has had a fruitful
cooperation with NSM for almost
two years developing these vessels,
which are optimised to meet very
specific requirements, with a high
focus on large cargo tank volume,
high deadweight and good course
keeping in shallow areas. The vessels
will have DNV class, fly the Brazilian
flag and are designed for coastal trade
in Brazil. The cargo will be heavy fuel
oil (HFO) and marine gas oil (MGO) to
a total deadweight of about 4,350t at
the design draught of 4.5m. Service
speed will be approximately 10 knots.
Overall length is 90.2m with a beam
of 18.2m.
NSM began to provide bunkering
operations in 1964 in Guanabara Bay
www.rolls-royce.com
2
15
(Rio de Janeiro) to supply the then incipient Petrobras oil
giant. The company is now responsible for more than 9,000
fuel loading and supply operations to ships along the
entire Brazilian coastline and the three new tankers will join
the owner’s fleet of about 40 specialised vessels.
NVC 401 – Forage carrier
3
The gas-powered NVC 401 Forage Carrier is the latest ship
design from the award-winning Rolls-Royce Environship
range and incorporates a variety of features to reduce
environmental impact while increasing efficiency.
Ordered by Norwegian company Eidsvaag AS, it will
undertake feed supply duties to fish farms along the
Norwegian coast when delivered in 2013. The 75m long
vessel can carry up to 1,450t of feed pellets that are stored
in 62 specially designed tanks. A demanding schedule will
ensure fish are fed at the same time every week, regardless
of weather conditions.
Rolls-Royce will supply all the main systems and
equipment, as well as the ship design. These include a
Bergen C26:33L9PG gas engine, a wave-piercing bow and a
Promas propulsion system. Rolls-Royce will also supply the
dynamic positioning (DP) system, which will hold the ship
accurately in position during the offloading of fish feed via
the unloading system at the bow.
NVC 386 – First for live fish transport
4
A new generation of wellboats has been designed and
developed by Rolls-Royce in close cooperation with
Sølvtrans, the world’s largest operator transporting live fish.
The first vessel is scheduled for delivery in 2013.
It will be 76m long with a beam of 16m and incorporates
the latest developments in hull and systems design. An
advanced diesel-electric propulsion system with hybrid
shaft generator, powered by two Bergen C25:336P
diesels rated at 1,440kW, will deliver low fuel consumption
and emissions.
The design incorporates the latest improvements in
fish welfare and fish handling. Tank capacity of 3,000m3
provides a capability to safely transport up to 450t of
live fish and is divided into three equal cargo holds, with
sliding bulkheads and a pressure system for loading and
unloading. It is fully equipped for transport in a closed
system with no discharge to the sea. Control of the water
flow and circulation in the cargo compartments has been a
key design priority to ensure optimal conditions for the fish.
Considerable emphasis has also been placed on the
living and working environment for the crew. Single cabins
accommodate up to 11 people and there is a fitness centre
and sauna.
The vessel is being built by the Spanish shipyard
Astilleros Zamakona S.A. [RW]
1. NVC 405 general
cargo vessel.
2. NVC 604 bunker
tanker.
3. NVC 401 forage
carrier.
4. NVC 386 live fish
transporter.
16
TECHNOLOGY
Stronger together
Rolls-Royce and Daimler have joined forces to create a new marine and
industrial engine joint venture through the acquisition of Tognum.
T
ognum makes high speed
diesel engines for use at sea
and on land. The engines
are highly complimentary
to the Bergen medium speed diesel
and gas engine portfolio supplied
by Rolls-Royce. Daimler has global
distribution capability, volume
manufacturing expertise and
technologies for lower emissions
diesel engines. Combining the
strengths of Tognum, Rolls-Royce
and Daimler will create significant
new opportunities and accelerate
growth in a fast-moving global
market worth more than €30 billion a
year. The three companies have wellaligned portfolios and together, they
can offer a wide range of medium
and high speed diesel and gas
engines for propulsion and power
generation applications. Over time,
there are also clear opportunities in shared technologies,
sales networks and after sales service expertise.
While the Tognum name may not be familiar to all, its
brands are certainly well-known: MTU, MTU Onsite Energy
and L’Orange.
Advanced marine propulsion technology
What do many of the biggest mega yachts and the fastest
high speed ferries of the world have in common? They are
powered by MTU. The same applies worldwide for many
other ships, frigates, tugs and platform supply vessels.
With its two business units, Engines and Onsite Energy
& Components, the Tognum Group is one of the world’s
leading suppliers of engines and propulsion systems
for off-highway applications and of distributed energy
systems. The product portfolio of the Engines business unit
comprises MTU engines and propulsion systems for ships,
for heavy land, rail and defense vehicles and for the oil and
gas industry. Products of the Onsite Energy & Components
business unit include distributed energy systems of the
brand MTU Onsite Energy and fuel-injection systems
from L’Orange.
Under the MTU brand name,
propulsion system solutions are
provided for a range of marine
applications, from naval and
governmental vessels, tugs, offshore
vessels to fast ferries and yachts. The
high speed marine diesel engines
Series 60, Series 396, Series 4000,
Series 1163 and Series 8000 cover
a broad power range from 260 to
9,100 kW. As a systems partner,
complete propulsion packages are
also supplied that include other
equipment such as gearboxes,
propellers, onboard power supplies
and integrated ship automation
systems. The range of products
is complemented by extensive
services provided under the
MTU_ValueCare programme.
In 2011, Tognum generated
revenue of nearly €3 billion and
1
www.rolls-royce.com
2
17
employed more than 9,000 people. With strategic
hubs in Friedrichshafen in Germany, Detroit, Michigan
in the US and Singapore, a point of contact is always
within reach for customers or business partners. Its
global manufacturing, distribution and service structure
comprises 23 fully consolidated companies, more than
140 sales partners and over 500 authorised dealerships at
approximately 1,200 locations.
Propulsion solutions for naval and
coastguard vessels
For more than 50 years, MTU has developed specific
propulsion concepts for the naval sector. As a single
source integrator, MTU configures the propulsion systems
that include automation systems like ‘Callosum’ that best
fit the requirements of navies and coast guards worldwide
– from the Turkish MILGEM frigates – to the US Coast
Guard’s National Security Cutters. Combined propulsion
systems link several fuel-efficient diesel engines, or
diesel engines with gas turbines to provide the needed
flexibility, agility and redundancy. Highly advanced
modern naval vessels like the US Navy’s
Independence-variant Littoral Combat Ships – designed
by a General Dynamics and Austal team – are the first
naval vessels in the world to feature a trimaran hull.
They rely on a combined MTU diesel and gas turbine
propulsion system for efficient operations.
MTU has also been playing an important role in the
development and design of diesel-electric submarine
propulsion systems. The Series 396 is the most successful
MTU submarine engine. It is currently installed in most of
the world’s conventional submarines such as the German
U212, where it generates power for both main propulsion
and on-board utilities.
Proven engines are also the key when it comes to cost,
effectively extending a vessel’s operating lifetime. The
Colombian Navy recently modernised its four Almirante
1. MTU Model
4000 M93 diesel
engines have
an outstanding
power-to-weight
ratio, which puts
them at the top
of their class for
acceleration. With
up to 4,300 kW
of power, they
are ideal for fast
yachts. Pictured:
20V 4000 M93L.
Engine weight
is 13t, with gear
15,6t.
2. The headquarters
and main
manufacturing
is based at
Friedrichshafen in
Germany.
MEDIUM AND HIGH SPEED ENGINES IN AN EXTENDED RANGE
The new entity will bring together the well-known
MTU and Bergen engine names, extending the product
portfolio to include both medium speed and high
speed diesel and gas engines.
Once integrated with the extensive range of
Rolls-Royce ship designs, systems and equipment, a
much broader range of advanced marine solutions
will be available for customers across the commercial
and naval sectors. The goal is to provide the optimum
system where economical and reliable performance,
environmental compliance and power density are
important factors.
The new joint venture will provide:
An integrated high and medium speed
engine portfolio.
A broader product range for marine and
energy markets.
A greater range of marine propulsion and power
systems solutions.
An enlarged distribution and service network.
A customer and service focused organisation.
At present, all three companies are engaged in
discussions to prepare their future collaboration.
Established individual sales relationships remain
unchanged.
Brands: MTU, MTU Onsite Energy, L’Orange
18
TECHNOLOGY
1
2
Padilla class frigates by replacing the vessels’ 30-year-old MTU Series 1163
engines with the current version of the same engine model. This included the
‘Callosum’ ship monitoring, automation and control system, which will extend
propulsion system overhaul period to 20 years. The on-board power generation
systems were also replaced with MTU gensets based on Series 2000 engines.
Opting to modernise this frigate class with MTU engines, the Colombian Navy
was able to make the most of existing assets and facilities.
MTU engines for tugs - reliable and durable
MTU’s Series 4000 ‘Ironmen’ engines, which have a power range of 746 –
1,840kW for unrestricted continuous operation and up to 2,240kW for vessels
such as crewboats, were developed to meet the particular requirements of the
workboat market. Specifically, this means maximising engine performance,
extending the time between overhauls and reducing fuel consumption. As a
result, the ‘Ironmen’ engines deliver a fuel consumption of 195g/kWhr and can
operate for up to 33,000hrs before the engines are due a major overhaul – key
advantages for tugs and other commercial vessels that depend on reliable
3
and cost-efficient propulsion solutions with the highest
possible availability. In a large number of tug systems, MTU
diesels are driving Rolls-Royce azimuth thrusters.
Power offshore
The ‘Ironmen’ engines are also the base for MTU’s
diesel-electric propulsion systems in the offshore sector.
An example is the PSV Eldborg, which is powered by
four 12 cylinder 4000 M40B engines rated at 1,560kW
and delivered in 2009. Vessels in the offshore wind
industry also benefit from MTU’s diesel and
diesel-electric solutions. Two of the most recent
windfarm support vessel designs feature MTU diesel
and Rolls-Royce waterjet propulsion (see page 53).
Installing bulky wind turbine towers in rough seas is
a real challenge for a workboat’s propulsion system.
RWE Innogy’s latest installation vessels are equipped
www.rolls-royce.com
19
4
with an MTU diesel-electric system for dynamic vessel
positioning and reliable operation of all ship systems
in powerful tidal currents and at high wind speeds. It is
due to these advanced engine technologies that MTU’s
diesel-electric propulsion solutions have since drawn the
attention of a number of international naval architects.
High-performance engines for
fast ferries
In order to quickly and reliably transport commuters
and tourists to their destinations, fast ferries depend on
powerful propulsion systems. MTU has been providing
shipyards such as Austal with the solutions to meet
increasing demands on new vessels, which have to carry
more people while completing their routes to the same
schedule. Large modern high-speed catamarans like
the Jean de la Valette and the trimaran ferry Benchijigua
Express are powered by the largest engines MTU
produces, the power-dense 8000 series. Both vessels
are also propelled by Rolls-Royce waterjets. In combination
with comprehensive maintenance contracts, the fast
ferries are well-equipped to meet any current and
future requirements.
State-of-the-art yacht propulsion
The experience and expertise gained from naval and
commercial applications have been incorporated into the
design of MTU’s yacht propulsion systems. This results in
MTU yacht engines not only being extremely powerful,
quiet and compact, but also fuel-efficient, cost-effective
and reliable. As a systems supplier, MTU integrates
all components based on the clients’ most exclusive
demands – from the engine as the heart of the system
to the transmission and generators to the standardised
electronic monitoring and control systems like ‘Blue Vision’.
Drive solutions are individually designed for each yacht.
Italian manufacturer Ferretti, for example, relies on MTU
Series 2000 engines for best in class power-to-weight
ratio. Semi-displacement yachts like those of Dutch
builder Heesen are equipped with Series 4000 engines for
especially high standards with regards to noise, vibration
and reliability.
Implementing key technologies
The manufacture of diesel engines for marine applications
at MTU has a long tradition. Fast-running and compact
four-stroke diesel engines have been developed and
manufactured since the 1930s.
The most significant challenge in the development
of next generation diesel engines is compliance with
future exhaust gas emission limits, while also ensuring
low fuel consumption.
Tognum develops key technologies for clean and
efficient diesel engines in-house. By combining
turbocharging, fuel injection, electronic monitoring and
control systems, in addition to advanced combustion
technology, Tognum engineers have optimised the
in-engine technologies to the point where no additional
external after treatment is necessary to comply with
today’s emission standards.
If in-engine optimisation is no longer sufficient to meet
the more stringent emission requirements, then exhaust
gas after-treatment such as selective catalytic reduction
(SCR) or a diesel particulate filter (DPF) is added. As a result,
system solutions deliver minimised fuel consumption with
low exhaust emissions and long engine life. [MG]
1. The future F125
frigates of the
German Navy will
each be powered
by four MTU
Series 4000 diesel
gensets producing
12,060kW, to power
onboard systems
and provide diesel
electric propulsion
for cruising speeds
up to 20 knots.
2. Four MTU series
8000 engines
rated at 9,100kW
drive three
Rolls-Royce
Kamewa waterjets
to give the
101m trimaran
Benchijigua Express,
operated by Fred
Olsen in the
Canary Islands a
top speed in excess
of 40 knots.
3. Starnav’s line
handling tug Sirius
relies on MTU
16V 4000 M63
‘Ironmen’ engines
to deliver 70t
of bollard pull.
Starnav provides
oil & gas offshore
services to
Petrobras and
Repsol activities
in Brazil.
4. The 73m super
yacht Silver built by
Hanseatic Marine
in West Australia
is powered by two
MTU 16V 4000 M93
diesel engines,
which give a
maximum speed
of 27 knots.
20
TECHNOLOGY
Anti-heeling
with simultaneous roll-reduction
Rolls-Royce can now provide anti-heeling
and roll-reduction in a single system. Crane
operations at sea can therefore be carried out
on more days than previously possible.
1
R
olls-Royce has been
designing U-tanks for rollreduction and anti-heeling
(formerly Intering) for over
40 years. These systems have proved
so reliable that in some places they
have become the accepted standard
for shipyards and shipping lines.
A particular speciality is the
combined U-tank. Roll-reduction
during operations at sea and
anti-heeling in harbour can be
carried out with the one tank, saving
significantly on space. The principle
has been proven with installations
on several hundred ships, but
until recently, it was only possible
to select one of the functions,
depending on requirement.
The next logical step –
anti-heeling with simultaneous
roll-reduction – has now been
successfully realised, with
installations on the ROV/dive
support vessels Deep Cygnus and Normand Pacific, and
feedback is good. They are no longer forced to wait
for sea conditions almost as calm as in harbour before
commencing lifting operations.
The key to simultaneous operation is a multi-tank
system of adequate tank capacity and momentum for
both applications. Since in most cases the tank capacity
is designed according to the maximum crane moment,
simultaneous operation can only take place with the
crane under part load, so that sufficient tank moment
still remains for roll-reduction.
These vessels each have three U-tanks. In normal
mode, when crane operations are not being undertaken,
all three tanks operate in roll damping mode. When
crane operations are being carried out, one or two of the
tanks are switched to the anti-heeling mode, depending
on the sea state and the load being lifted. Both systems
are designed for operation with maximum reliability and
minimal energy consumption. There are no moving parts
in the water.
For ice breakers, the system gives another benefit, ice
heeling or duck walk, where the system is set to give
the vessel a gentle roll of 3-4 degrees in a three-minute
cycle. This ensures a regular change in waterline depth
to keep the sides of the vessel wet,
thereby reducing external ice
build-up and increasing speed. A
wider channel is also created.
Roll-reduction
The directly controlled U-tanks
(wing tanks measuring
approximately two to three decks
in height, connected to each other
by water and air cross-ducts) are
designed to meet the shortest roll
that can be expected from the ship
during its normal operations.
The movement of the tank water
is passive, induced solely by the
rolling movement of the ship, and
the system maintains its full effect
ff
ffect
even at zero speed. The shifting of
the centre of gravity, which is the
difference
fference in level between the
ff
two wing tanks, generates the tank
momentum that counteracts the
roll motion.
www.rolls-royce.com
21
1. Deep Cygnus uses
three tanks in
combination for
simultaneous
anti-heeling and
roll reduction.
2
2. For improved
roll reduction,
multiple valves
enable tank delay
to be extended
maintaining a 90°
phase delay as the
roll period varies.
3. The 121m ROV/
ROV
dive support
vessel Deep
Cygnus.
4. The multi-tank
system is used
in combination
to reduce roll
and provide antiheeling during
lifting operations.
4
PHOTO Richard Paton
3
With periodic interruption of the
tank’s ventilation using a series of
durable disc valves that open and
close within 0.4 seconds, the tank
moment can be held constant.
The system can therefore react
automatically to every individual roll
movement of the ship. This control
mode preserves the necessary
delay of ¼ roll period, i.e. 90° of tank
period versus the ship roll motion,
in each single roll movement for the
best possible reduction of roll.
The tanks are usually positioned
in the parallel mid-ship area, where
the leverage is greatest for the tank
moment and therefore the required
mass is smallest. If this is not
possible, the tank can be moved
aft. Moving forward is undesirable
as acceleration forces from pitching
should be avoided inside the tank.
Anti-heeling
The anti-heeling action is achieved using the same tank
but by means of an air blower, which acts on the water
surface with a maximum over-pressure of 1Bar.
The airflow is controlled by a special valve group, which
can switch to any operating condition (water to starboard,
to port, or stop) in less than one second. The system
therefore reacts almost instantaneously to the current
heeling moment. This is particularly useful if the moment
of the crane does not change linearly, but resembles
a sine-function. As air pressure is the weight transfer
medium, the cross-duct no longer has to be tubular
and a roll-reduction tank with its large and rectangular
cross-duct can be used for anti-heeling duties.
A further control option, already proven on
paper-carrier vessels, reduces system reaction time
even further. By programming the anti-heeling system
to receive change of momentum (tm/min) signals
directly from the crane reaction is immediate, no waiting
for the delayed reaction to the ship’s list. In the ideal
case, no further list occurs at all, since every crane
movement is compensated for instantaneously by the
anti-heeling system.
Depending on the vessel
application customers can select
from a number of anti-heeling
arrangements.
Now that Rolls-Royce has become
a major producer of shipboard
cranes for demanding tasks
offshore,
ffshore, as well as a ship designer
ff
and provider of anti-roll and
anti-heel systems, fully integrated
solutions can be designed and
supplied. A combined system
allows crane operations to continue
safely, even in worsening weather
conditions, for more operational
revenue-earning days. [RW]
22
TECHNOLOGY
Venice Syncrolift
demonstrates step change
in shiplift lift capacity
The highest capacity Syncrolift® ever designed by Rolls-Royce was recently
commissioned in Venice. It sets a new standard in tonne/metre lift capacity
and means shiplifts can now be designed to lift Aframax size vessels.
1
2
23
PHOTO GLF
www.rolls-royce.com
PHOTO GLF
3
4
1. Caissons weighing
up to 22,300t
will be launched
by the 52m wide
Syncrolift.
2. Once launched,
the caissons will
be towed out and
placed in position
at the lagoon
inlets.
3. The gates rest
in the caissons
anchored on the
seabed.
4. Aerial view of the
Venice launch site.
W
ith a platform width of 52m and a length of
just 60m, the Venice Syncrolift is the widest
shiplift designed and constructed to date.
Two rows of 1,200 tonne hoists give the
shiplift a net lifting capacity of over 24,000 tonnes –
the greatest tonne/metre capacity of any Syncrolift in
the world.
This latest advance in the application of Rolls-Royce
shiplift technology is now operational in Venice, Italy
and is a revolutionary departure from standard Syncrolift
designs. It will launch concrete caissons, not ships.
The Syncrolift was custom designed to meet the
requirements of the Venice flood barrier project, known
as MOSE. It will be used to launch 18 giant concrete
caissons, fabricated by Grandi Lavori Fincosit (GLF), that
will become the seabed supports for the barriers being
constructed in the inlets of Venice’s three lagoons. When
complete, huge gate-like barriers will be anchored to
the caissons mounted on the seabed and will protect
Venice from high waters that are increasingly threatening
the city.
The full-scale operational trial launched a 7,000
tonne test caisson and proved all aspects of the caisson
preparation, transportation and launch process. It was
completed by GLF and Rolls-Royce engineers in less than
eight hours.
Although the test caisson launched into the waters of
the Venice lagoon weighed as much as a small warship,
it was one-third of the weight of the largest caisson that
will be launched.
The MOSE System that will safeguard Venice from high
waters consists of a series of gates that can be raised
to separate the lagoon from the sea. They are being
constructed at the lagoon inlets of Lido, Malamocco
and Chioggia, the three openings in the barrier island
through which tides propagate in the lagoon.
In normal tidal conditions, the gates (a type of
pontoon) rest in the caissons anchored on the seabed
in the inlets. They are completely invisible and do not
require modifying exchanges between sea and lagoon.
During high waters, they will be raised to prevent the
tide from entering. At present, the tidal level at which
the gates will be raised has been set at 110 cm, the level
which Venice has been protected by raising quaysides
and paving.
Venice and the lagoon will be protected from tides of
up to 3m and will therefore be effective even if the level
of the sea rises significantly.
The MOSE system is the last and most important
element in the plan of measures implemented by the
Ministry of Infrastructure and Transport – Venice Water
Authority through the Consorzio Venezia Nuova to
safeguard the Venice lagoon area. GLF will fabricate
and install a total of 18 caissons on the seabed, with the
largest weighing 22,300 tonnes.
Derived from the successful and proven Syncrolift
shiplift and transfer system technology, typically used
for docking and undocking ships, the new Rolls-Royce
caisson lift takes shiplift capability to a new level. With
the integration of 1,200 tonne hoists, it has been possible
to virtually double Syncrolift lift capacity. This, coupled
with the development of the much wider 52m platform,
will enable Syncrolifts to be constructed with capacities
to safely dock and undock much heavier and wider
ships, including Aframaxes and cruise ships, thereby
providing a viable alternative to drydocking for major
ship repairers.
The Syncrolift design is also very flexible, so longer
ships can be accommodated by simply extending the
platform length and adding more hoists.
As the world leader in shiplift and transfer systems
with more than 245 installations designed and supplied
to over 70 countries around the world, Rolls-Royce
is looking to apply greater lifting power to other
applications, and improve operational flexibility for
customers with diverse docking needs. [AR]
24
TECHNOLOGY
1
Safe and
efficient
deck operations
with new crane
technology
The Rolls-Royce range of advanced,
precision heavy lifting tools, primarily for
offshore vessels,
vessels. continues to expand.
www.rolls-royce.com
O
ver the past few
years, Rolls-Royce has
developed and put into
service a range of deck
machinery to make work on the
decks of offshore anchorhandlers
safer for the crew. The same has been
done for platform supply vessels that
have to load and discharge cargo at
rigs and platforms, often in rough
sea conditions.
This work continues, with a
number of new systems under
development or specified for vessels
currently under construction.
With the acquisition of Odim and
new agreements with partners,
Rolls-Royce has been able to
rationalise and expand its marine
crane activities.
Rail-mounted cranes for supply
vessels and anchorhandlers are a
feature of many vessels equipped
by Rolls-Royce, with over a hundred
now in service. They can be fitted
with remote controlled manipulators
to make anchor handling operations
involving chains and wires under high
tension far safer for the deck crew.
The latest development is in the crane itself, with the
introduction of the active heave compensated (AHC) dual
draglink crane. A special parallelogram linkage formed by
the boom and two links, allows the hook to be positioned
anywhere in a much larger working envelope than the
alternative knuckleboom layout. Other advantages include
increased lifting height, efficient vertical and horizontal
load handling with good heave compensation. The crane
itself has a low centre of gravity and is light for its power
and capability.
The first crane of the 50t active heave compensated
dual draglink type is being supplied to Olympic Shipping.
It can handle 50t loads at an outreach of 8m, or 20t on a
20m arm. The active heave compensation system allows
for substantial movements either side of nominal. A
version designed specifically for platform supply vessels
(PSV) is also ready for delivery and will be fitted to the UT
754 WP now being built for Farstad Shipping.
Two types of crane – knuckleboom and dual draglink
– each have advantages and applications and both are
being manufactured and further developed. Feedback
on a 150t knuckleboom crane with heave compensation
delivered to Havila Subsea has been positive and two other
cranes of this configuration are now going into service.
With offshore construction work in deep water
growing rapidly and operations in 4,000m depths
becoming increasingly the basis for specifications, the
application of fibre rope is gaining ground as the limits
of steel wire is reached. Fibre ropes require special
25
handling, for which Rolls-Royce
has developed the CTCU traction
winch. It has proved very successful,
both technically and in terms of
operating economics. This fibre rope
handling technology is now being
incorporated into Rolls-Royce cranes,
giving sensitive load control in ultra
deep water with very effective heave
compensation. The same technology
is also being used successfully for
oceanographic research. [RW]
1. On the dual draglink
crane, a special
parallelogram
linkage formed
by the boom
and two links,
allows the hook
to be positioned
anywhere in a much
larger working
envelope, compared
to the knuckleboom
layout.
2. A knuckleboom
crane with 150t
capacity and heavy
compensation is in
service with Havila
Subsea.
2
26
Regional Focus
Marine Policing
Unit of London’s the
Metropolitan Police
patrols 48 miles of
the river Thames,
from Dartford to
Hampton Court.
Largest vessel in the
fleet is the Rolls-Royce
propelled logistic
support vessel, Patrick
Colquhoun capable of
over 30 knots.
27
Maritime excellence:
from the Bosporus
to the Baltic
In this, the first of a two-part focus on Europe,
In-depth looks at the wealth of diversity across
the European maritime industry and how
Rolls-Royce is positioned throughout the
continent to serve its growing number of
customers, while continuing to develop
innovative technologies and invest in worldclass manufacturing and service facilities.
REGIONAL FOCUS
I
n this issue, we take an inside
view at how Rolls-Royce has
developed marine operations in
countries stretching from Turkey
to Poland, through the busy shipping
lanes of the Mediterranean, the
English Channel and the southern
shores of the Baltic Sea. Activities
in the Nordic countries and the
opportunities in Russia and the Arctic
region will be subject of a regional
focus in the next issue.
PHOTO Bourbon
28
World’s largest
maritime territory
The European Union countries,
collectively, have a coastline seven
times that of the US and four times
as long as Russia’s. When outlying
regions are included, the EU also has
the world’s largest maritime territory.
Europe was the base for world
maritime exploration over the
centuries and is now the home to
some of the world’s biggest merchant
shipping fleets, with names such as
Maersk, MSC and P&O all based in
European waters while plying their
trade across the globe.
There’s no surprise, then, that the
maritime industry is a significant
driving force in the economies of
Europe, playing a key role in the
movement of people and cargo,
fishing, energy production and of
course, in the defence of nations
through significant naval capabilities.
Around 40 per cent of all freight
moved in Europe, is classed as Short
Sea Shipping, meaning many of
hundreds of vessels moving a wide
variety of products over a complex
network of trading routes 365 days
a year.
Europe is also the base for many
of the world’s leading ship designers
and manufacturers of highly
advanced marine equipment. While
ship building volume may have
declined sharply in the last 25 years,
there are still around 200 yards in
Europe building ocean-going vessels,
while many yards are serving the
growth in demand for ship repairs.
Despite recent economic turmoil
in many European countries, the
shipping industry plays a significant
part in the way continental countries
do business with each other and
the rest of the world. Rolls-Royce
is investing to provide support across all sectors of the
industry in this hugely diverse region.
Supporting European shipping
across the globe
In recent years, Rolls-Royce has invested significantly in a
network of state-of-the-art marine service centres across
Europe, with new or expanded facilities opening recently
in Rotterdam, Genoa, Hamburg and Gdynia. In addition
to the larger service centres, even greater geographic
coverage is maintained through an extensive team of
service engineers, many working from local dedicated
offices, such as those in Greece, Spain, France and Turkey.
“We mustn’t forget that Europe is by far the world’s
largest ship owning region, and with those owners
operating across the globe, we can support them through
our global service network covering 35 countries,” says
Martin Hall, SVP, Services – Europe.
“Owners choose to carry out maintenance work at
whatever yard offers the optimum and most cost effective
solution, and at a time that fits operating schedules, so we
actually work with our customers worldwide, offering a
consistent level of support.”
In Europe, Rolls-Royce has a mix of fixed and mobile
service capability, covering an area from the eastern
Mediterranean to the Atlantic coast, the Baltic and
Nordic region.
A network of convenient, fully
equipped facilities in the major
ports are supplemented by mobile
engineering capability in the shape
of containerised workshops, which
can be deployed exactly where and
when they’re needed.
Mediterranean
The Mediterranean is dominated
by the Merchant sector with an
abundance of cruise ships and ferries
catering to millions of tourists, and
cargo ships of all classes serving
the numerous ports, ranging from
Istanbul, Naples and Genoa, to
Barcelona and Marseille.
However, the merchant sector is
not completely dominant. Italy is
one example of where Rolls-Royce
also has broad coverage across the
naval and offshore sectors, with FF
waterjets powering the Navy’s V2000
fast attack craft – a fleet which will
total 100 boats – and one of the
world’s largest offshore companies
Saipem, operating Rolls-Royce
www.rolls-royce.com
29
2
1
3
designed UT vessels.
The Rolls-Royce marine service centre in Genoa, Italy,
is a hub for activity in the region, and as site manager
Stefano Lavezzaro explains, the facility has become
popular with customers, since opening in 2009.
He says: “Italy is one of the world leaders in the design
and construction of luxury yachts. This is a key market for
our smaller Kamewa waterjets and since the opening of
the Genoa service centre, we are seeing many customers
choose Rolls-Royce for overhaul of these components
during the winter months. We have around 600 of the
small waterjets in service in the region.”
“We also have azimuth thrusters on tugs in all the major
ports, and have close relationships with the three main
tug builders in Europe. We have around 50 per cent of the
Mediterranean market for tug propulsion.”
The cross-sector spread is similar in France, where
Bourbon, another of the leading offshore companies is
an operator of a sizeable fleet of Rolls-Royce UT vessels,
deployed in oil fields around the world, as well as ocean
going tugs stationed around the entire French coastline.
The French Navy uses Rolls-Royce equipment, such as
Mermaid Pods and stabilising fins on the Mistral class
amphibious assault ships and propellers on the aircraft
carrier Charles de Gaulle.
Turkey has a buoyant shipping industry, together with
a maritime cluster of more than 50 shipyards around
Istanbul. Rolls-Royce has established an office in Tusla, in
the heart of Turkey’s ship building and repair industry.
The city’s main ferry operator, IDO, is Europe’s largest
ferry operator by passenger number, moving a colossal
100 million people every year. Fifteen of IDO’s fleet use
Rolls-Royce propulsion products including Kamewa
waterjets and Azipull thrusters.
Turkey’s Navy is embarking on a major expansion
over the coming decade, with more than 100 new ships
proposed. Many of these platforms will be suited to
Rolls-Royce propulsion systems and discussions continue
between the company, shipyards and the Navy.
North and West
Europe has a significant number of specialist design
and production facilities, each focused on specific areas
of marine technology. In the UK, Rolls-Royce provides
technical leadership in relation to a number of products
including marine gas turbines, replenishment-at-sea
systems, electrical power and control systems and thrust
and propulsion shaft line bearings.
Bristol is the European headquarters for the Rolls-Royce
Naval business. The range of marine gas turbines is
developed here, with the MT30, the world’s most power
dense, designed, assembled and tested on site. The Naval
team specialises in systems integration offering bespoke
packages suited to customers’ requirements. A dedicated
1. French company
Bourbon operates
a number of
Rolls-Royce
designed and
equipped vessels,
including those
that provide
emergency
support to vessels
in distress.
2. Retractable
stablisers are
designed and
manufactured at
the Rolls-Royce
facilty in
Dunfermline, UK.
These units are for
the Royal Navy’s
new QE class
carriers.
3. Hamburg is one of
Europe’s busiest
ports and is now
served by a new
and enlarged
marine service
centre.
REGIONAL FOCUS
naval ship design team has recently
been established.
In Newcastle, the Rolls-Royce
Michell Bearings business
manufactures shaft line bearings
and thrust blocks for a range of
commercial and naval customers.
Replenishment-at-sea systems are
also designed at the site.
At Portsmouth, close to the UK’s
largest Naval base, the Rolls-Royce
Marine Electrical Systems business
specialises in low voltage control
systems used predominantly in naval
ships and submarines.
Further north in Scotland, a major
investment in service capability has
seen the establishment of a hub for
diesel engine repair and overhaul
at Dunfermline. The facility is also
a centre of excellence for motion
control systems, designing and
manufacturing retractable and fixed
fin stabilisers. It is currently involved in
the manufacture of underwater tidal
turbines for a demonstration project
off the Orkney Islands.
The UK has a burgeoning market
in offshore wind farms and a number
of smaller yards are developing
innovative designs for support and
crew boats. Rolls-Royce is supplying
increasing numbers of waterjets to
many of this new class of vessel in
a market that is set to grow with
increased use of renewable energy in
UK waters.
Europe’s largest port, Rotterdam, is
home to one of the largest Rolls-Royce
marine service centres. The facility has
recently undergone a major expansion,
which has doubled workshop space
to 1,500m2 and the introduction of the
latest equipment used in the servicing
marine products.
Southern Baltic
Last year, Rolls-Royce opened two
new service centres in mainland
Europe, Gdynia, near the southern
Baltic port of Gdansk in Poland,
and Hamburg on Germany’s North
Sea coast (see page 31). These new
world-class facilities are designed to
provide significantly more workshop
space with the capability to handle
and overhaul the larger items of
Rolls-Royce marine equipment. They
are located close to the waterfront,
which puts the local service teams
1
close to the ship repair yards, simplifying communications
and ensuring the prompt supply of parts and labour.
Naval capability – mission critical
across Europe
The UK Royal Navy is the largest European naval user of
Rolls-Royce equipment that powers a wide range of vessels
from the entire fleet of nuclear powered submarines to the
latest Type 45 Daring class destroyers. A major part of the
propulsion system for the two new Queen Elizabeth class
aircraft carriers is being supplied by Rolls-Royce.
The company pioneered the development of
the marine gas turbine more than 50 years ago and
subsequently developed engines such as the Tyne, Spey,
Olympus, WR-21 and today, the MT30.
Most of Europe’s navies operate Rolls-Royce equipment
in their fleets, and gas turbines are also in service with
France, The Netherlands, Greece, Belgium, Bulgaria and
Romania.
The naval shipbuilding industry in Western Europe has
an enviable heritage. Technical prowess means these yards
are still delivering some of the world’s most advanced
warships. Many commercial yards are now building naval
ships, leading to a growing cross over in technology
from the merchant and offshore sector, and Rolls-Royce
has established links with such yards, many of which are
experienced in building and installing Rolls-Royce designs
and equipment.
A future of challenges
and opportunities
The coming years will witness massive change for global
PHOTO BAE Systems
30
shipping as proposed environmental
legislation becomes a reality. As an
Emission Controlled Area (ECA), the
shipping across the entire region
will be subject to allowable sulphur
emissions of less than 0.1 per cent,
meaning technologies such as the
Rolls-Royce range of lean burn gas
engines will see a growth in demand.
The need to comply with such
tough restrictions is seeing more
owners turn to environmentally
friendly solutions, which in turn is
driving technological advances across
the industry and indeed Europe.
Rolls-Royce continues to invest
heavily in R&D, and with the world’s
largest range of marine products,
the Group will be at the forefront of
developing the solutions that will
transform shipping in Europe and
beyond. [CT]
1. Type 45 destroyers
are now in service
with the UK’s
Royal Navy. The
all-electric ships
are equipped with
a range of
Rolls-Royce
systems that
include WR-21
gas turbines
and Kamewa
propellers.
www.rolls-royce.com
31
New European Service Centres
up and running
1
New and enlarged service facilities in
Hamburg and near Gdansk in Poland are
enabling Rolls-Royce to provide a broader
range of services in the region
L
ast year, Rolls-Royce opened two new service centres in mainland Europe,
Gdynia, near the port of Gdansk on the southern Baltic and Hamburg on
Germany’s North Sea coast. Every year, around 60,000 ships enter or leave
the Baltic Sea, so these world-class facilities are equipped to provide a
significantly enhanced support capability for customers who operate from or use
these centres for ship repairs.
Gdynia, Poland
Officially unveiled in 2011, the Gdynia facility is located in one of Europe’s largest
ship repair yard clusters and is equipped to support and maintain the extensive
range of Rolls-Royce products in service in the Baltic. The site benefits from having
direct access to the waterfront with ease of access to nearby repair yards, serving
a variety of customers from the commercial and offshore sectors, as well as the
Polish Navy.
Rolls-Royce has operated a manufacturing facility in Gniew, Poland, for over a
decade, producing winches for merchant, fishing and offshore vessels, and the
safer deck equipment range for offshore vessels. The Gdynia facility now increases
capability in Poland to service a wider range of products that includes diesel
and gas engines, thrusters, steering gear and propellers. It also has the specialist
machining capability to provide a range of additional services that include
propeller blade polishing and root machining.
“Poland is an important market for Rolls-Royce and this is reflected in our
decision to develop a major new facility in Gdynia, one of the Baltic’s busiest
ports,” says Martin Hall, SVP, Services – Europe. “This will help our customers
maximise availability of their vessels by giving them access to highly skilled service
engineers and state-of-the-art workshop facilities.”
The site comprises 1,000m2 of workshop, stores area and office space, and has
space to accommodate future expansion. Workshop height and crane capacity
2
have been designed to cope with the largest thrusters
and equipment. In addition to providing service engineers
with a range of servicing and maintenance skills across the
Rolls-Royce product range, the facility is also the base for
new equipment sales and spare parts for the Baltic region.
The larger Gdynia facility replaces the smaller service office
formerly located in the city.
By 2014, around 60 service engineers are expected to be
operating from Rolls-Royce Poland facilities.
Hamburg, Germany
The newest European service centre is located in the Port of
Hamburg, one of the largest commercial ports in the region.
Opened in September last year, the new 1,100m2 centre
centralises all Rolls-Royce personnel previously working at
three separate locations in the city.
The workshop is well equipped with repair and overhaul
capabilities for a wide range of equipment including
thrusters, propellers, steering gear and winches. It also
benefits from specialist machining capabilities, allowing a
wide range of repairs to be undertaken in-house.
The facility is also the centre of excellence for the design
and manufacture of tank-based stabilising and anti-heeling
systems, which automatically control water movement
between tanks on either side of a ship to give balance and
counteract roll in rough seas.
Like Gdynia, Hamburg has a team of highly skilled
engineers, available 24/7 to respond to customers’ needs
throughout the region. [DC]
1. External view of
the new Hamburg
facility.
2. Over 100 guests
attended the
formal opening in
Poland.
PHOTO EMAS Marine
32
Updates
UT 788 CD Lewek
Fulmar delivers the
floating production,
storage and
offloading vessel
Lewek EMAS to the
Chim Sao Field,
Vietnam.
33
EMAS invests in flexibility
with performance
Two UT 788 CDs are now operating for EMAS in
support of client operations. They are the largest UT
Offshore vessels to be built in Asia to date and the
design was developed in close cooperation with
the customer to meet a strict set of requirements.
1
2
UPDATES
PHOTO EMAS Marine
34
L
ewek Fulmar and Lewek Falcon are among the
most powerful vessels of their type operating
today. They are multifunctional deepwater
anchor-handling tug supply and service vessels
with many capabilities: ultra-deepwater anchor-handling,
towing and supply. The specific design brief was to extend
their service scope capability and as such, they can also
support other tasks related to subsea construction, ROV
intervention, subsea maintenance and repair work.
“Central to our vision was that these new vessels would
be technically complex, making the very best of available
technology and able to deliver our clients’ future needs,
even before they knew what those needs were,” says Robin
Kirkpatrick, Chief Executive Officer of EMAS Marine.
“We are continuing to expand globally, to markets
outside Asia where complex vessels are the norm, so
the ability to safely undertake deepwater and harsh
environment operations was at the forefront of our
decision to invest. We took the view that only companies
able to meet the exacting demands of harsh environment
deep water operations and able to satisfy ever more
demanding clients would continue to be successful,”
adds Kirkpatrick. “Early on, there was a lot of dialogue
between Rolls-Royce and ourselves, as we worked out the
key design and performance parameters. Minimising the
vessel’s environmental impact and maximising crew safety
and comfort were high on the list.”
Powerful and capable
3
Meeting these demands requires sizable and powerful
vessels, 93.4m long overall, 22m beam with a max draught
of 7.87m and over 25,000kW of installed power and the
largest bollard pull ever achieved from a vessel built
in Asia.
The 815m2 of deck area is strengthened for heavy
cargoes and ensures all the normal supplies can be
carried up to a deadweight of 4,700 tonnes. Built to
Lloyd’s Register LRS +100A1 class with DP (AA), the vessels
meet Lloyd’s Register Environmental Protection (EP)
requirements for reduced emissions and water pollution
risks. Double skin construction protects fuel tanks and
potentially polluting cargo in the event of collision
or grounding.
With its full outfit of Rolls-Royce equipment and systems
the UT 788 CD offers impressive capabilities. The main
hydraulic winch has three drums for different tasks. The
anchor-handling drum can pull 500 tonnes and the two
towing/working drums have pulls of 450 tonnes and
can hold 750 tonnes on the brake. All have a large wire
capacity and large rig chain lockers provide for ultradeepwater anchor-handling.
The main winch is complemented by secondary
winches and deck equipment for safely handling wires
and chains. An installed ROV hanger suitable for a work
class ROV complete with control office is incorporated in
the hull design. Lewek Falcon additionally has a 150t active
heave compensated knuckle boom crane aft and a second
work class ROV on a mezzanine deck.
Sister ship Lewek Fulmar has a 350 tonne capacity A
frame in way of the stern which uses the existing
www.rolls-royce.com
Rolls-Royce winch set up, so that work like the handling of
torpedo anchors can be safely undertaken.
Crew safety, another key requirement, is enhanced by
the Rolls-Royce Safer Deck Operations systems. Remote
controlled travelling cranes and manipulators, pennant
wire winder and other equipment are used to reduce the
risk to sea staff during operations.
Hybrid system savings
Depending on the type of operation, the UT 788 CD can
run in any of six principle propulsion modes. This caters
for the large differences in power demand in the various
operating modes to both cut fuel consumption and
reduce emissions. Two 8,000kW main engines drive the
propellers and also generate electricity. They can be
used in various combinations with the four 2,230kW
auxiliary generator sets to give a diesel mechanical or
diesel-electric system, providing power in the most
efficient way for propulsion, manoeuvring and for the
deck and hotel electrical modes.
Electric motors supplement the main engines when
high power is required on the propellers. Conversely, two
retractable azimuth thrusters deliver low speed with very
low fuel consumption and provide part of the dynamic
positioning capacity.
“In diesel-electric mode the fuel cost saving is
exceptional, up to 71 per cent compared to diesel
mode at the same output”, says Michael Petersson, Fleet
Manager, EMAS Marine, “with a respectable bollard pull of
158 tonnes”.
“The diesel-electric mode is utilised particularly during
voyage, standing by, towing and shallow water anchorhandling. As a result, running hours of the main engines
is reduced between 50-80 per cent depending on charter
requirements. Further savings will also be achieved in
maintenance and spare parts costs. Clients also benefit
through significantly reduced fuel costs”.
The first job the Lewek Fulmar undertook in 2011
was for a client Offshore India, laying out rig moorings.
Although a relatively small project, due to improved
4
stability and a larger deck area, it was possible to get
everything done in a single trip, a few days ahead of
schedule, working to world class safety standards.
The second job was the successful installation of the
co-owned FPSO Lewek EMAS for Vietnam’s Chim Sao
oil project, a job well within the vessel’s capability. The
job demonstrated the full suite of services provided by
the EMAS group with EMAS Production converting and
operating the FPSO, EMAS AMC installing the FPSO, EMAS
Energy doing the well pre-testing and EMAS Marine
supporting the entire project.
Having complex vessels and projects means there is
a need for a highly competent crew able to get the best
from the vessel. These UT 788 vessels provide greater
crew comfort and attention to safety, which helps to both
attract and retain staff as the new vessels create a very
positive working environment. This, coupled with EMAS’
commitment to staff training and development, such as
evidenced by the company’s commitment in its $10M
EMAS Training Academy and Simulation Centre, makes a
powerful combination.
“These vessels are niche, deepwater capable and I
believe this is the first time a Singapore based company
had made a real commitment to complex vessels of the
standard found more typically found in the North Sea for
example,” says Kirkpatrick.
“With a complex vessel, you have the ability to trade
down to maximise utilisation and hybrid propulsion gives
us the flexibility to market the vessels into different roles.
More capability can deliver projects quicker with greater
safety, potentially lower costs and a much reduced
environmental footprint,” adds Kirkpatrick. “Ensuring our
customers understand these key differentiators is our
next challenge but is a challenge that we relish taking on.”
Lewek Fulmar has now commenced a multi-year
contract with a major client in Brazil and Lewek Falcon
is now working full time for EMAS AMC, EMAS’s
growing subsea construction division that has over 40
years of collective experience in design, construction,
transportation and installation work. [AR]
5
35
1. Lewek Falcon at
speed.
2. The Rolls-Royce
automation and
control system.
3. Robin Kirkpatrick,
Chief Executive
Officer of EMAS
Marine.
4. Both UT 788 CDs
have a number of
additional features
to enhance safety
on deck.
5. View of the bridge.
36
UPDATES
Working together to reduce weight and
enhance efficiency
The projected
target weight has
been achieved for
a new series of five
37m Australian
catamarans, and the
tailored installation of
the latest generation
Rolls-Royce
aluminium waterjets
is a key factor
in overall vessel
performance.
A
chain is never stronger than its weakest
link. Therefore, to build a fast ferry with fuel
consumption that is an improvement over the
industry standard requires real team work from
the designer, shipyard and equipment suppliers through
to the customer. During recent sea trials of the first vessel,
Capricorn Dancer, that teamwork has been proven to
deliver, with lower fuel use per passenger than a small four
cylinder car for low environmental impact.
Using the latest CFD analysis, FEA and 3D structural/
systems modelling tools, the design is both light and very
efficient, giving a low resistance with a minimal wake and
wash. The designer of the new ferries is One2Three Naval
Architects. As the catamarans will operate in an Australian
marine park environment, where endangered Dugongs
live, the hull is engineered to have no external protrusions,
with a rounded profile to create a minimal impact zone,
together with a very shallow draught of 1.3m with no keel
or external raw water intakes.
The catamaran is Brisbane
shipbuilder Aluminium Boat
Australia’s largest to date and has
been built on time, to budget and
meets the very ambitious weight
goals set by the designer at the
outset of the project. Even the paint
selection reduces weight. Vinyl was
used on the superstructure for its
eye catching appearance. Offering a
life span two to four times of normal
paint, it is also considerably thinner,
contributing to the weight saving.
The key systems integrator for
the shipyard, supplying all the
electronics, as well as the gearboxes
and waterjets, is Ultimate Marine
Power. Four of the newly developed
Kamewa 40A3 series waterjets were
www.rolls-royce.com
1
37
PHOTO Aluminium Boats
2
selected for propulsion, each driven
by a separate 515kW diesel. As well
as offering
ffering the highest efficiency
ff
on the market, the waterjets
have a stainless steel mixed flow
pump for long service life and low
maintenance costs. Even though
key pump components are stainless
steel, the Kamewa units are still very
light, weighing less than comparable
axial flow waterjets.
The Kamewa A3 series of
waterjets also feature a newly
developed steering nozzle and
reversing bucket, greatly improving
steering and reversing efficiency.
This, together with the improved
pump performance characteristics,
means that power in reverse
can be reduced by approximately 30 per cent, while
still delivering the same manoeuvring force as its
predecessor, adding to the vessel’s overall fuel efficiency.
“To assist the yard and designer in their weight saving
efforts
fforts and reduce installation time, we were able to
ff
put both waterjets for each hull on a single base plate,
the full width of the hull,” says Joakim Adamsson, sales
manager. “This enabled us to include the stiffeners
ffeners as
ff
required to maintain the hull stiffness and strength,
while reducing the stiffeners
ffeners required for the waterjets
ff
themselves, which resulted in a weight saving of five
to 10 per cent compared to a conventional separate
waterjet installation. We were also able to move to
composite shafting within the Rolls-Royce scope of
supply, which reduced the weight of the couplings and
shaft by almost 50 per cent.”
In addition, an interceptor and active ride control
system from Humphree was supplied. This interceptor
system has an automatic trim optimisation system and
once set, ensures that the vessel always operates at its
most favourable trim, minimising the power demand. At
the contract speed, the interceptors brought down the
power demand by 20 per cent. However, the effect
ffect of the
ff
interceptors was already included in the naval architect’s
resistance estimates, based on previous experience.
To ensure accurate and easy installation of the
interceptors, an adaptor plate was also part of the
Rolls-Royce supply and was designed and fitted in
cooperation with Ultimate Marine Power. All hull
penetrations were made at the factory.
The quad engine and waterjet system delivered a
maximum speed in trials of 36 knots, though the Enviro
Cat’s operating speed will be restricted to 25 knots due
to harbour restrictions on the route. When transiting at
low passenger loads, fuel consumption and emissions
are further reduced as two engines can be shut down
while still maintaining the required speed. The ferries
provide high passenger comfort and will be able to
keep to schedule on three engines, which provides
exceptional redundancy for operators. In normal
operation, only 75 per cent power is needed on each jet
to give the required service speed,
which should result in good engine
life and extended time between
overhauls.
The first three of the 400
passenger Enviro Cat ferries have
now been delivered to Transit
Systems Australia, who place low
operational costs and redundancy
high on their list of requirements. It
will operate five of these ferries on
the LNG project between Gladstone
Harbour and Curtis Island on the
central Queensland coast. [AR]
1. The new Kamewa
A3 series waterjets
confer excellent
manoeuvrability
and have much
improved reversing
efficiency. For the
same manoeuvring
force, much less
energy is required
for lower fuel bills.
2. Each pair of
waterjets is
mounted on a
specially designed
base plate the full
width of the hull
to save weight and
simplify installation
at the yard.
UPDATES
PHOTO Transocean
38
Propelling and
positioning drillships
As the search for new reserves of offshore oil and gas
moves into very deep waters, operators are continuing to
invest in dynamically positioned units that use multiple
azimuth thrusters to remain on station.
www.rolls-royce.com
39
1
D
rillships and semi-submersible rigs are
designed to undertake drilling operations in
waters that can be over 3,000m deep. However,
drillships are able to propel themselves from
well to well, unlike most semi-submersible rigs that must
rely on transport ships or towing to change location.
Therefore, in an industry where “time can be measured in
thousands of dollars”, there has been a growing take up of
drillships. Rolls-Royce provides the thrusters for both types
of rig and has an established reputation as the main player
in the market.
As the rig owners invest more and more in drillships, the
excellent track record built up by these sturdy Rolls-Royce
azimuth thrusters has resulted in them being selected for a
number of drillship newbuilds.
“In the course of 2011, eleven different
fferent companies
ff
have ordered a total of 21 drillships and have specified
Rolls-Royce thrusters,” reports Helge Gjerde, Senior VP for
offshore
ffshore engines and propulsion. “All the vessels are to be
ff
built by yards in South Korea, with deliveries scheduled
from this year and out to 2014. The customers include
Seadrill, Noble, Atwood, Ocean Rig, Pacific Drilling,
Vantage, Fred Olsen, Pride (now part of Ensco) and Aker
Drilling (now part of Transocean).”
The thrusters selected are the Rolls-Royce UUC-series
that can be mounted or removed for service underwater,
without drydocking the drillship. This results in significant
time saved when a thruster exchange is required. Each
vessel will have six thrusters, normally three in a triangular
layout at the bow and three in a similar arrangement at
the stern. Thruster frame size and power varies from vessel
to vessel within the 4,500 – 5,500kW power range per unit
and fixed pitch propellers are specified.
When working at great depths, drillships will always
be operating in DP mode without anchoring. As they
are large and susceptible to wind and waves, this places
a heavy demand on thruster performance. Reliability
is equally important to ensure the ship is maintained
accurately in position, no matter what the weather when
1.
2
2.
3.
drilling operations are in progress.
Operators are now increasingly
concerned about emissions and the
environment, so these propulsion,
manoeuvring and positioning
demands have to be met with the
minimum of energy consumption
and resultant CO2 emissions.
“The UUC-series thrusters are not
the lightest units on the market
but they win on performance
and robustness,” says Jarle Hessen,
General Manager for offshore
ffshore E&P
ff
propulsion sales. “We favour large
reduction ratios and big, slow
turning propellers to give maximum
thrust, combined with strong
construction for reliability to provide
a long service life.”
Propulsion for drillships has
been a Rolls-Royce speciality since
propellers and tunnel thrusters
were first supplied in 1980, multiple
azimuth thruster installations grew
from the mid 1990s and numerous
drillships with Rolls-Royce UCC
thrusters have been constructed in
the past few years.
Several of the vessels now on
order are to the latest version of
the GustoMSC P10,000 design,
built under licence by HHI in South
Korea. The hull is 210m long with
36m beam, displacing about 70,000
tonnes. These drillships are capable
of dual activity drilling in water
depths of 3,600m to a total drilling
depth of 12,000m. [RW]
1. The drillship
Deepwater
Champion.
2. UUC-series
thruster can be
removed and reinstalled without
drydocking the
vessel.
PHOTO Transocean
4.
40
UPDATES
QE carrier programme
PHOTO BAE Systems
advances
www.rolls-royce.com
41
The UK Royal Navy’s
Queen Elizabeth
class aircraft
carrier programme
continues to
forge ahead, with
significant progress
in the modular shipbuild and equipment
deliveries during the
past year.
R
The 65,000 tonne
QE class carriers will
provide a four acre
military operating
base that can be
deployed worldwide
and will be versatile
enough to support
operations ranging
from war efforts
to delivering
humanitarian aid and
disaster relief.
olls-Royce is supplying a
comprehensive range of
propulsion equipment and
system to both ships Queen
Elizabeth and Prince of Wales. On
each ship, this includes two MT30
gas turbines, 7m diameter propellers
with shaftlines, bearings and thrust
blocks, steering gear, rudders,
retractable stabilisers and the low
voltage electrical system.
Rolls-Royce equipment for firstof-class, Queen Elizabeth, is now
completed and work on the second
ship continues to be planned, with
numerous Rolls-Royce facilities
delivering products, tested, certified
and stored ready for installation.
Queen Elizabeth is due to be handed
over to the Royal Navy in 2015.
The ships’ hulls are being
constructed in modular sections
at a number of UK yards and then
transported by barge to the Rosyth
Dockyard, near Edinburgh.
A significant milestone was
achieved during 2011 when one
of the largest “blocks” of the hull,
the 8,000t Lower Block 03 was
moved from the BAE Systems yard
in Glasgow, via the north coast of
Scotland to Rosyth. Sponsons and
the upper deck have now been
fitted to this block and the full width
of the 75-metre flight deck is now
clearly visible.
42
UPDATES
In February 2012, production of
the Prince of Wales started when the
first steel was cut for the forward
hull section. Known as Lower Block
2, the huge section, which will
weigh around 6,000t on completion,
is being built at BAE Systems in
Portsmouth Naval Base - the home
of the Queen Elizabeth class.
The Aircraft Carrier Alliance or
ACA is responsible for delivering
the Queen Elizabeth class carriers to
time and cost. It comprises a single
integrated team of BAE Systems,
Babcock, Thales UK and the MOD,
who acts as both partner and client.
The power and propulsion system
is being supplied by a sub-alliance
led by Thales UK, also part of the
main Aircraft Carrier Alliance. The
other partners are Rolls-Royce,
Converteam, now part of GE Energy
and L3. Together they are responsible
for the design, procurement,
manufacture, integration, test and
delivery of the integrated electric
propulsion system.
1
Latest deliveries
During 2011, Rolls-Royce completed
all four 36MW MT30 gas turbines for
both ships and the first pair is now
at sub-contractor Cullum Detuners,
where packaging into the steel
acoustic enclosures is underway,
together with the alternator,
manufactured by sub-alliance
partner GE Energy. The first complete
gas turbine alternator package
that will weigh around 75t is due
to be delivered to the ship in late
2012. A successful engine removal
demonstration was carried out to
prove the ease with which
the MT30 gas turbine, weighing
six tonnes, can be exchanged
when the ships are in service.
The purpose built simulator
included bulkheads to replicate the
dimensions and clearances that are
on the actual ship.
The final set of Michell thrust
and lineshaft bearings for the
second ship, Prince of Wales was
handed over recently, designed and
manufactured at the Rolls-Royce
Newcastle facility. For each ship,
Rolls-Royce has supplied two thrust
blocks and three shaft line bearings.
The thrust blocks, each weighing
more than 20 tonnes, perform the essential role of
transferring the thrust from the propellers into the hull
to drive the ship forward.
The lineshaft bearings support the weight of the
propellers and the steel shafts that run through the
ship and are turned by large electric motors. Due to
propulsion system configuration the port shaft is the
longest and supported by two bearings. The shorter
starboard shaft has only one.
Both types of bearing are of a water-cooled, selfcontained design using heat exchangers to maintain
the fixed volume of oil in each bearing at controlled
temperatures. When the shafts are rotating, a shaft
mounted disc in each bearing transfers oil from the
casing bottom reservoir to the top, from where it
lubricates the working surfaces of the bearings.
The radial and thrust loads are supported on a thin
film of oil which forms between the
stationary white-metal lined bearing
components and the rotating shafts.
The oil film is similar in thickness
to a strand of human hair, making
control of the dimensional and
geometrical tolerances as well as
the surface finish of the bearing
components critically important.
One of the major challenges for the
project was the size and complexity
of the bearings and the stringent
certification requirements for
naval applications.
During the handover, Jim Bennett,
Power & Propulsion Director for the
Aircraft Carrier Alliance, praised the
www.rolls-royce.com
43
2
3
1. The ability to
easily exchange
a 6 tonne MT30
gas turbine when
the carriers are
in service has
been proven on
a purpose built
simulator.
2. A ship set of three
propeller shaft
bearings and two
thrust blocks.
Together, they
safely handle
over 74MW of
propulsive power.
3. The LV electrical
system for each
vessel comprises
over 650 items
and 2,500km of
cabling.
team at Newcastle and said, “The
Michell Bearings site has almost 100
years of association with the Royal
Navy, and this latest contract marks
a significant milestone for the QE
class project.”
“With over 37MW per shaft to
transmit, these bearings are not
without challenges in design and
manufacture. The team who have
built them should be very proud
of the part they are playing in
delivering such impressive and
capable ships to the Royal Navy.”
Rolls-Royce is also supplying the
entire low-voltage system for the
ships that will provide power to the
mission systems, the auxiliary systems and all
domestic services, with significant volumes of
equipment completed to date. Each ship will have
more than 600 individual items ranging from
switchboards and distribution panels to starter boards,
changeover switches and battery boxes, with over
2,500km of cabling.
“Best-for-project” ethos
The team working approach of the power and
propulsion sub-alliance has delivered real benefits to the
programme in the building of these two 65,000t ships,
with all partners adopting a “best-for-project” approach
to overcome challenges and optimise delivery.
David McConnell, Programme Director – QE Class,
said: “To date, the power and propulsion alliance has not
been late on one delivery, and not adversely affected the
ship build schedule, which is quite
something on a project of this size
and complexity.”
Ben Ford, Programme Manager
– QE Class added, “There are
significant challenges ahead, but
with the maturity of the sub-alliance
and the partners working in the ‘best
for project’ ethos we are well placed
to deliver to time, quality and cost.”
When complete, the QE class
carriers will be the biggest and most
powerful surface warships ever
constructed in the UK. [CT]
44
UPDATES
Accurately
placing rocks
The flexible fallpipe vessel
Stornes is equipped with a range
of Rolls-Royce systems to ensure
accurate vessel positioning and
rock placement for deepwater
offshore projects.
D
utch Company Van Oord’s new flexible fallpipe
vessel or FFPV, the Stornes went into service
during the last quarter of 2011, following
a christening at the Wilhelmina dock in
Rotterdam, the Netherlands. The vessel was built at the
Yantai CIMC Raffles Offshore yard in China.
The Stornes is an ocean-going vessel that will be used
mainly in the oil and gas industry for precision protection
of pipelines and cables and has been designed to work in
waters ranging from 300-1,200m deep. It is the third flexible
fallpipe vessel in the Van Oord fleet, and with a deadweight
of 27,000t is also the largest.
It is 175m long with a 26m beam and 10.67m draught.
Speed is 14.7knots. There is accommodation for up to
51 people.
Rolls-Royce systems power and propel the vessel.
Main propulsion is two Bergen B32:40L8P diesels rated at
4,000kW driving Kamewa CP propellers through 3000AGHC
gears, which also drive two 2,200kW shaft alternators.
Main propellers and flap rudders are designed for DP
tracking and low noise. They work together with two
Rolls-Royce ULC255CP retractable thrusters with electric
drive and three TT2400 tunnel thrusters at the bow, each
rated at 1,500kW to give the vessels its DP2 capability. All
are controlled by the Rolls-Royce supplied automation and
DP-system. Steering gear and deck machinery were also
PHOTO Van Oord
1
part of the package.
Fallpipe vessels are one of the
indispensable tools for offshore
exploitation and one of the essential
pieces of equipment in the field of
high-end offshore engineering.
This special type of self-unloader
is able to install rock close to fixed
structures like rigs. Following
commissioning, Stornes went to
work on rock installation projects
in the Norwegian sector of the
North Sea. Likely future offshore
projects are the installation of rock
to secure oil and gas pipelines
or installation of foundations for
offshore wind farms. Other specific
tasks that can be undertaken include
free span correction, pipeline
stabilisation, pipeline crossing and
trench backfilling.
Van Oord developed the flexible
fallpipe technology in-house. Rocks
are lowered through the fallpipe at
a controlled rate and it is guided by
a ROV unit attached to the end. The
ROV is controlled from the ship and
can be precisely positioned above
the job ensuring accurate placement
of the rocks at depth. The Stornes
DP2-system tracks and maintains the
ship’s position.
The entry into service of the Stornes
is part of Van Oord’s comprehensive
investment programme for 2011-2015,
totaling almost €1 billion. [AR]
2
3
PHOTO Van Oord
PHOTO Van Oord
1,200
metres
deep
1. Aerial view of the
175m long Stornes.
2. The ROV
enables precise
positioning over
the job.
3. Rock can be
placed on the
seabed at depths
up to 1,200m.
www.rolls-royce.com
45
Pulling power for today’s
advanced designs
PHOTO Robert Allan Ltd
Versatile propulsion systems for high specification tugs are
an ongoing and important part of the Rolls-Royce business.
1
3
4
PHOTO Iske Tugs
PHOTO Damen Shipyards
2
T
ugs that perform ship
assist duties have a varied
operating profile. They have
powerful engines that drive
Rolls-Royce azimuth thrusters to
provide high thrust and exceptional
manoeuvrability. Full power is only
required for relatively short periods,
with the rest of the time spent in
transit to the next job or waiting on
the next order from the pilot on the
ship being moved. Time is also spent
moored up waiting for the next job.
Therefore the search has been on
for sometime on the most efficient
way of delivering the right amount
of power, at the right time, to
minimise emissions.
Rolls-Royce US 205 FP thrusters
have been selected for the second
of the Foss hybrid tugs, following the
successful operation over the last two
years of the first of the type, Carolyn
Dorothy, at Long Beach and Los
Angeles. The latest is a conversion of the Campbell Foss. The
original main engines have been replaced by smaller units
plus gensets and a power management system. Lithiumion batteries are used instead of the lead acid batteries on
Carolyn Dorothy to provide power for idling and other low
power operations. Reductions in fuel consumption and
emissions are the result.
The RAmparts 2500W is the design used for two new
compact tugs built for Rimorchiatori Reuniti for shipdocking
operations in Genoa, Italy. Norvegia and Spagna are both
equipped with two Rolls-Royce US 205 azimuth thrusters
with fixed pitch propellers to deliver a bollard pull of 70
tonnes and are fitted with an off-ship fire-fighting system.
The tug design is a new variation on the Robert Allan
standard RAmparts 2500 design, with a wider beam of
11.25m on a length of 24.4m. The wheelhouse is placed
further aft to allow the tugs to work under the bow flare of
the vessels they are handling.
Iskes Towing and Salvage is now operating its new tug
Argus, in the port of Ijmuiden in the Netherlands. The 62.5
tonne bollard pull tug with a free running speed of 13.6
knots is designed and built by Damen, to its popular 28m
ASD 2810 design. Two Rolls-Royce US 205 thrusters propel
the tug, each driven by a 1,865kW diesel engine.
Also of Damen design, type ASD
3111, are the sister tugs Karloo and
Kalarka, owned by Half Tide Marine
in Australia. They are powered by two
engines totaling 4,180kW and two
Rolls-Royce US255 thrusters to give
a bollard pull of about 69 tonnes.
This design has been very successful,
with some 20 ASD 3111 tugs now in
operation. An updated design, the
ASD 3112 is coming. Damen’s new
offering will have Rolls-Royce thrusters
for a 75 tonne bollard pull, and
enhanced towing capability in rough
seas. [RW]
1. The tug Norvegia
is built to a new
variation of the
RAmparts 2500W
design.
2. Karloo and Kalarka
are Damen ASD3111
tugs.
3. The hybrid tug
Carolyn Dorothy.
4. Argus is built by
Damen to its ASD
2810 design.
46
UPDATES
Offshore deliveries
and orders
There is a steady flow of
new Rolls-Royce UT-design
vessels and systems entering
service with operators around
the globe.
O
ver 650 Rolls-Royce UT-Design vessels are now
in service or in build. A number have recently
been delivered, embodying all the latest design
refinements as the industry develops and the
focus moves to deep waters and harsh conditions.
Another two for Island Offshore
Built at the STX OSV yard at Brevik, Norway, Island Centurion
and Island Captain are now in service with specialist
offshore solutions provider Island Offshore. They are the
fifth and sixth UT 776 CD platform supply vessels to go
into service with the company. Another three of the type
are on order, one with a gas and diesel fuelled propulsion
system. Island Offshore have secured a seven-year contract
1
for these vessels from Schlumberger,
who intends to use them for well
stimulation, starting in 2013.
UT 755 numbers continue
to grow
New variants of the popular UT 755
platform supply vessel design
continue to enter service.
Topaz Energy and Marine, Dubai,
have taken delivery of Caspian Provider,
a UT 755 LC. This vessel differs from
previous deliveries of UT 755 LCs to
Topaz Energy and Marine as it has
an additional accommodation deck,
which gives space for a total of 40
persons on board, together with
covered forecastle deck forward.
Caspian Provider will operate out of
Baku in Azerbaijan.
The Rosetti Marino yard in Ravenna,
Italy has had a busy period recently,
delivering three of the four UT 755
XL PSVs building for owner Fratelli
D’Amato. F.D. Indomitable and F.D.
Honorable were delivered in late 2011,
and in early 2012 the F.D. Remarkable
joined them, approximately 12
months after building commenced.
The UT 755 XL design has a length of
75m, beam of 16m with a deadweight
of over 3,000t. F.D. Remarkable
mobilised to the North Sea following
delivery and the final vessel, F.D.
Incomparable is due to be delivered by
the middle of the year.
In Canada, Altlantic Towing Ltd has
taken delivery of Atlantic Condor, a UT
755 LN platform supply vessel with a
fully integrated Rolls-Royce propulsion
system and equipment package. The
vessel is now undertaking service work
on Encana’s Deep Panuke gas field
230km off Nova Scotia. Atlantic Condor
is the sixth vessel built for Atlantic
Towing by Halifax Shipyard Ltd.
www.rolls-royce.com
3
6
PHOTO Teekay Corporation
2
47
PHOTO Sevan Drilling
Exploration and production
4
Recent semi-submersible drilling rig deliveries that are
powered by Rolls-Royce include West Capricorn for Seadrill,
built at the Jurong yard in Singapore. West Capricorn has
eight underwater mountable thrusters type UUC 355 FP,
each rated at 3,300kW. The rig is built for ultradeep waters
and has been chartered by an undisclosed American
operator for a period of five years.
Sevan Drilling has taken delivery of Sevan Brasil from the
COSCO shipyard group in China. Sevan Brasil is contracted
to Petrobras S.A. on a six-year contract for drilling
operations offshore Brazil. Rolls-Royce has delivered eight
UUC 355 FP thrusters to the rig, each rated at 3,800kW.
Final three for Teekay
PHOTO Rosetti Marino S.p.A.
PHOTO Island Offshore
5
The three remaining shuttle tankers in the Amundsen class
for Teekay Shipping were recently delivered. Named Scott
Spirit, Peary Spirit and Nansen Spirit, they are 250m long and
109,290dwt. Rolls-Royce supplied propulsion equipment
packages for all four Teekay shuttle tankers, which includes
twin CP propellers, two retractable azimuth thrusters, a
tunnel thruster at the bow and stern, steering gears and
control system. Nansen Spirit is now operating for Statoil in
the North Sea while Scott Spirit and Peary Spirit operate on
the Norwegian and British shelf when on charter. [MH]
1. Island Centurion UT 776 CD.
2. Atlantic Condor UT 755 LN.
3. The circular Sevan Brasil in
transit.
4. Caspian Provider UT 755 LC.
5. F. D. Indomitable UT 755 XL.
6. The three Teekay shuttle
tankers were named in
Stavanger.
PHOTO Swedish Coast Guard
48
UPDATES
www.rolls-royce.com
49
Azimuth
thrusters
deliver for
Swedish Coast
Guard
Power and manoeuvrability
provided by Rolls-Royce is a key
feature of the propulsion system
for the latest multipurpose
vessels to enter service
protecting Sweden’s coastline.
T
KBV 003 Amfitrite
is equipped for
chemical recovery at
sea, as well as normal
pollution control and
emergency duties.
he new three-vessel fleet of advanced
Coast Guard vessels that now operate from
strategic bases on the Swedish coast are truly
multipurpose. Designed by the Swedish Coast
Guard in cooperation with the Swedish Defence Materiel
Administration (FMV), their primary role is to maintain
the nation’s emergency towing capability in territorial
waters. However, they can also carry out border controls,
pick up oil from the sea, fight fires at sea, control fishing
and rescue distressed sailors. Normally stationed in
Gothenburg, Karlskrona and Visby on the island of
Gotland, two of the fleet are normally always at sea,
operating throughout the Baltic and in the narrow
waters that separate Denmark and Sweden.
The vessels are 82m long, have a beam of 16m and
a design draught of 5m. They have a displacement of
3,900t and a top speed of 16 knots. Designated KBV
001, 002 and 003, all were built by Damen at their yard
in Galati, Romania. The first two vessels comply with
DNV +1A1, TUG, LFL*, SF, OILREC, FIREFIGHTER1, EO,
ICE-1A, DK(+), HA(+), AUT, ICS, NAUT-OSV, COMF V(2)
C(2), CLEAN, RP. The third, KBV 003, is classed by GL and is
equipped for chemical recovery at sea.
The first vessel, KBV 001 Poseidon, joined the Swedish
Coast Guard fleet of 40 ships in 2010. All are propelled
by a pair of Rolls-Royce azimuth thrusters as part of the
diesel-electric propulsion system.
“As the Swedish Coast Guard has such a wide range of
duties to perform,” explains Captain Christer Fjällstrōm,
50
UPDATES
Captain of KBV 001,” all our next generation ships are
designed to be truly multipurpose. Although these
Emergency Towing Vessels are the largest vessels in the
fleet, they are no exception. As we do not have a large
fleet, we have to ensure all vessels can deliver maximum
effectiveness, no matter what the task is, with low
operating costs.”
A nation largely surrounded by sea with a coastline
of 2,700 kilometres and territorial waters of more
than 60,000 square kilometres, Sweden is the largest
shoreline owner in the Baltic. The waters is a vital
natural resource and protecting it is one of the key roles
of the Swedish Coast Guard.
1
With large tankers now regularly loading near
St. Petersburg and passing close by Sweden’s coast at the
island of Gotland, continuing down to Denmark, and out
into the North Sea, two major tanker accidents off the
coasts of France and Spain illustrated well what could
happen in the Baltic. The environmental consequences
would be considerable. Therefore, the new vessels,
which have 110t bollard pull, are equipped to catch and
hold on station a fully loaded tanker of 150,000dwt, in
conditions up to Force 10 wind conditions.
The major challenge is to be able to undertake
emergency towing in foul weather. Many scenarios
are regularly practised to connect towlines to moving
vessels with the deck-mounted cranes.
Operating criteria for the new vessel therefore dictated
optimum manoeuvrability and the best possible balance
between high speed for open water patrolling, high
bollard pull for towing and fuel efficient low speeds for
search, rescue and oil recovery.
The most recent addition to the fleet, KBV 003 Amfitrite,
is also equipped for chemical recovery at sea. Additional
onboard systems include accommodation and engine
filtration systems to ensure safety of the vessel and crew,
should it be necessary to operate in dangerous chemical
cloud conditions.
Normal crew complement is 13, but there is spacious
accommodation for up to 44 to cope with exceptional
circumstances. The computer network is extensive with
an internet connection in each cabin.
Innovative propulsion
To maintain optimum fuel efficiency with low emissions,
the propulsion system is diesel-electric. Six generator
sets provide a total power of 9,000kW.
“Speeds of up to 10 knots can be maintained on
a single engine,” says Hans-Erik Emanuelsson, Chief
Engineer. “This delivers fuel consumption of around
350 l/hr, including the hotel load. Our intention is to
operate all engines at high loads whenever possible, so
the generators are of different sizes enabling the power
to be closely matched to the required load.”
The propulsion package incorporates a pair of
Rolls-Royce US355 azimuth thrusters, which are
directly coupled to electric motors, with three backup
emergency steering systems. There are two thrusters in
PHOTO Swedish Coast Guard
Designed to meet diverse roles
2
3
www.rolls-royce.com
51
4
the bow with one being fully-retractable. The remote
control system for the machinery is arranged in the
control room on deck 4.
Azimuth thrusters were selected for their power for
towing and manoeuvrability for oil recovery operations
– a key part of the vessels’ duties as there are some 60
illegal discharges of oil annually from ships in Swedish
waters, as well as accidents.
Protecting the environment and the quick, effective
removal of oil and chemical spills before they reach the
land is the responsibility of the Swedish Coast Guard.
The goal is to contain a spill within four hours and
mobilise a large vessel to remove it within eight hours.
“Oil recovery operations are nearly always conducted
close to shore at speeds of around three knots,” says
Emanualsson. “Therefore, precise manoeuvring is vital.
We normally operate with two hydraulic systems
running on the thrusters for greater responsiveness, and
collecting booms at 90° from both sides of the vessel.
However, on a recent deployment, we were able to try
something new. Our thruster setup enabled us to move
crab-like through the water at 40 degrees with just one
boom deployed. The hull and boom acted as a funnel,
enabling us to reach maximum oil in record time.”
All vessels have a total of six heated tanks, or a total of
1,300m3, to store recovered oil.
Operational flexibility
Two small high speed craft, one open and one closed, can
be deployed from the side of the vessels at speed. They
are used for investigation or rescue operations, and can be
safely operated and recovered in all but the most severe
conditions. The fire fighting system is equipped with
two water cannons, capable of delivering water at
22,000 litre/min, with a reach of around 150m. The
separate 18m3 foam system has the capacity to spray
foam for around an hour.
The selection of Rolls-Royce propulsors for these latest
vessels continues the Swedish Coast Guard’s 30 years of
experience in using Rolls-Royce propulsion products. [AR]
1. The multipurpose
vessels are
designed to
operate in
all weather
conditions.
2. Captain of KBV 001
Poseidon, Christer
Fjällstrōm.
3. Access to the
US355 azimuth
thrusters is
unhindered in the
spacious thruster
room.
4. KBV 001 Chief
Engineer, Hans Erik
Emanualsson.
52
UPDATES
Helping harness the
power of the wind
Rolls-Royce has been involved from the
beginning with propulsion systems for
offshore wind turbine installation vessels.
T
he first major contract was to supply systems and products for the pioneering
installation jack-up vessel originally named Mayflower Resolution, now MPI
Resolution operated by MPI Offshore, which is part of the Vroon Group.
MPI Resolution was the first purpose-built wind turbine installation vessel
(WTIV), designed to install foundations, towers and nacelles. It has been very successful,
having been involved in the building of several offshore wind farms.
Rolls-Royce provided complete integrated systems for MPI Resolution, combining its
own products and third party equipment to provide the owner with a single-source
supply. Included were the propulsion and manoeuvring thrusters – four 1.5MW US 205
azimuth thrusters at the stern and three 700kW CP tunnel thrusters at the bow, and
the integrated control system.
MPI is now putting into service two new WTIVs for which
Rolls-Royce has provided both diesel electric power and
propulsion systems. These vessels incorporate the
knowledge gained from operating
www.rolls-royce.com
MPI Resolution under a variety of conditions.
MPI Adventure, the first to be delivered, made the
voyage from the build yard in China to Europe in 2011
and went straight to work. Operating out of Harwich, on
the east coast of England where it is on its first contract,
the MPI Adventure is in charge of installing foundations
and wind turbines on the London Array offshore wind
farm. The wind farm, the world’s largest, is located around
15km from the Kent and Essex coasts in the outer Thames
estuary. Up to 341 turbines will be installed in an area of
around 245km2. When complete, it will provide sufficient
electricity for 750,000 homes.
Sister ship, MPI Discovery, was delivered at the
end of December 2011 and is now operating on the
same project.
MPI Adventure is a large self-propelled jack-up vessel,
138m long with a 40.8m beam, but drawing only 3.5m
light. Six legs allow the vessel to operate in waters of up
to 40m deep, with an ability to jack with 6,000t of cargo
on board. The exact depth depends on the amount of
sinkage of legs into the seabed and clearance needed
between the sea surface and the underside of the
jacked-up hull to avoid wave impact. Dynamic
positioning to DP2 standard enables the vessel to be
accurately located at the spot where a turbine is to
be installed. The main crane is rated for 1,000t at 25m
radius, with a hook height of 104m. The vessels also have
accommodation for 112 people.
Six Rolls-Royce Bergen C25:33L-8 diesel generator
sets provide electrical power for all purposes. Three
Rolls-Royce US 355 fixed pitch azimuth thrusters propel
MPI Adventure, giving a transit speed of 12.5 knots, and are
complemented by three TT 2200 DP tunnel bow thrusters.
These new MPI-operated vessels are designed to
transport, lift and install turbines and foundations
efficiently, based on a good transit speed. They have the
ability to move quickly from one installation location to
the next, position accurately, jack up rapidly and begin
installation work with minimum delay. The WTIVs can
also remain on station, jacked-up, in severe weather
conditions. [RW]
Power and speed
for effective wind
farm support
Small craft known as wind farm support vessels
are playing a vital role in building offshore wind
farms and their subsequent maintenance.
Rolls-Royce waterjets are proving the ideal
means of providing the speed, economy and
the power to safely ferry personnel, as well as
transporting heavy equipment.
W
One of the latest
vessels to join the
Vroon MPI Offshore
fleet, MPI Discovery,
installing wind
turbines at the
London Array off the
UK’s east coast.
53
ith a growing number
wind farms under
construction and
entering service, the
development of the wind farm
support vessel or WFSV is rapidly
expanding. Boatbuilders and
operators worldwide are competing
to develop the best technology
and techniques.
Typically, the boats run at high
speed to and from the wind farm,
but when at a wind turbine they
must push hard against fender
posts to hold themselves in position
against wind, waves and currents
while people transfer to the
tower, or equipment is offloaded.
Good manoeuvrability is vital in
all circumstances, along with the
highest efficiency and safety levels.
“Waterjets have proved to be a
UPDATES
Powering the latest
designs
Following experience with a 10m
long boat, CTruk introduced the
15m catamaran Advance, propelled
by two FF41 waterjets with Vector
Stick control. The company’s latest
design, the CTruk 20T MPC, is the
largest to date and for the first
example, CWind Asherah, Rolls-Royce
propulsion has again been selected.
Two FF41 waterjets, each powered
by a 447kW diesel, gives the 17m by
7m catamaran a speed of 30 knots.
The Vector Stick system means
1
PHOTO Cwind
winning solution and operators are
finding that Rolls-Royce waterjets
offer an excellent combination
of speed, static thrust and
manoeuvrability,” says Andy Brett, UK
Sales Manager. “Operator feedback
from vessels in service is good,
and many vessels now on order
will be equipped with these units.
Deliveries include both the smaller
FF-series waterjets and the new
Kamewa A3-series for the highest
possible efficiency and durability.”
In the case of Kamewa A3 series
waterjets, the pump unit (impeller,
impeller housing, stator and steering
nozzle) are all made of stainless
steel and are extremely durable in
demanding applications. The pump
performance has been improved in
both the FF- and Kamewa A3-series,
resulting in very high static thrust,
exceptional cavitation margins and
excellent performance over the
whole speed range. All new models
feature factory-mounted hydraulic
valves and piping to reduce
installation time and costs for the
yard. The new compact control
system makes operations easier and
safer and is pre-calibrated, making
the startup procedure extremely
easy and quick. Engine RPM and
clutch controls are integrated to
the control system with several
safety interlocks to avoid potentially
hazardous situations.
Inlet ducts are made of marine
grade aluminium plate, allowing
modular installation while custom
tailoring for individual design needs
can be provided, which further
improves efficiency and optimises
boat design and performance.
2
PHOTO Cwind
54
that control is intuitive, allowing the coxswain to focus
on the safe transfer of people and materials. Waterjet
propulsion allows operation in shallower waters than
other solutions.
CWind Asherah has the CTruk flexible pod system,
which allows the operator to change the vessel’s layout
to suit the requirement within a few hours. By moving
the wheelhouse fore or aft, operators can optimise the
vessel for different tasks, such as ferrying personnel or
carrying service generators, cranes or survey gear. The
vessel is currently operating for Dong Energy on the
Walney array wind farm in the Irish sea.
Alicat Workboats, based in Gt Yarmouth, builds
aluminium catamarans for wind farm support using
designs from Global Marine Design, Western Australia.
They are currently building their third 20m WFSV.
Rolls-Royce FF41 waterjets give a top speed of over 30
knots with Vector Stick controls for safe operation.
East Coast Charters in the UK has built up a range of
workboat services. Wind farm support is a growing part
of the business and to consolidate
its position in the field, two new
vessels are being added to its fleet.
ECC Topaz is a 15m work catamaran
specifically designed to transfer
stores and personnel to wind
turbines in shallow waters, but it
can also undertake other tasks such
as crew transfer for larger vessels.
Blyth Workcats is the builder and this
WFSV has two 410kW diesels driving
Rolls-Royce FF41 waterjets with
Vector Stick controls, giving a 25
knot service speed, with a maximum
of 30 knots. ECC Topaz can carry up
to three tonnes of cargo on deck
and is certified for three crew and
12 passengers up to 60 miles from
a safe haven. Its first contract is to
support the wind farm off Barrow in
www.rolls-royce.com
3
4
PHOTO East Coast Charters Ltd
and is pre-calibrated, making the
startup procedure extremely easy
and quick.
In February, Austal confirmed
a contract for a fourth vessel for
Turbine Transfers. It is the first of a
new design based on the benefits of
Austal’s trimaran hull configuration to
deliver low vessel motions in transit
and when alongside wind turbines.
The 27.4m vessel is powered by two
900kW MTU 10V2000M72 diesels
coupled to Kamewa 50A3 waterjets
to provide a service speed of 23
knots. Operated by a crew of three,
it has an operating range of up to
75 nautical miles offshore and will
be able to transfer 12 wind farm
technicians and over 4t of deck cargo.
The new compact control system is
part of the package, and Rolls-Royce
will also integrate the bow thruster.
PHOTO Austal
Furness in north west England.
Austal in Western Australia is
well-known for large aluminium
passenger/vehicle catamaran ferries
and specialist vessels, many with
Rolls-Royce waterjet propulsion.
Recently launched for this market
sector are the Austal Wind Express
series of catamarans and three are
being built for Turbine Transfers
in the UK. The 21m vessels are
powered by twin MTU 10V2000 M72
diesels each driving a Kamewa 45A3
waterjet with the new compact
control system. They will have a
fine entry chine hullform and a
large tunnel height for operation
at up to 30 knots and targeted
seakeeping ability in up to 2m
significant wave height.
The new compact control system
makes operations easier and safer
PHOTO Austal
5
The 50A3 waterjets will be mounted
on a common plate and include
part of the bulkhead and ship
struture to ease installation at the
shipyard. An adaptor plate for the
Humphree interceptors will ensure
correct installation.
For South Boats, one of the UK’s
largest builders of WFSVs, Rolls-Royce
will supply Kamewa 56A3 waterjets,
complete with the new compact
control system for three newly
designed 24m long catamarans.
Powered by two MTU diesels, each
rated at 1,081kW, the vessels will have
a top speed in excess of 28 knots.
Rolls-Royce has also received an
additional order from South Boats
for twin FF500 waterjets to propel a
17m WFSV. [RW]
55
1. CWind Asherah
transferring
maintenance crew
to a wind turbine.
2. The intuitive
waterjet control
system makes
life easier for the
skipper.
3. The Austal 21m
catamarans being
built for Turbine
Transfers are
powered by a pair
of MTU diesels
driving Kamewa
45A3 waterjets.
4. The 15m
catamaran ECC
Topaz can carry
three tonnes
of cargo and is
propelled by two
FF41 waterjets, for
a top speed of
30 Knots.
5. Austal have
designed a
trimaran for wind
farm support,
it has twin MTU
diesels driving
Kamewa 50A3
waterjets.
56
UPDATES
Innovation
in fishing vessel design
Adaptability is a key feature of
the latest Rolls-Royce designs
that combine low operating
costs with low emissions.
1
NVC 368
Recently delivered is Prestfjord, a 65m long 15m beam NVC 368 factory trawler.
The owner, Prestfjord AS, required an efficient stern trawler with full
onboard factory that would have a low fuel consumption in all modes, a
seakindly hull form and safe working conditions and good accommodation
for the crew of up to 33.
Therefore, the design has a low resistance hull form with bulbous bow and a
hybrid propulsion system that provides fuel efficiency and minimum emissions
in transit and when towing trawls at full power. The trawl deck occupies the
length of the vessel and the processing area is on the main deck, with the
1,235 m3 freezing hold beneath.
Prestfjord is built to DNV +1A1 Ice 1B, EO, Stern Trawler notation with ice class
1A* on the hull and meets the Norwegian Havfiske II requirements. Top speed is
about 16 knots.
The Bergen B32:40L9P main engine delivers 4,500kW and turns the
3.8m diameter CP propeller through an AGSC3000 reduction gear, which
incorporates a PTO/PTI system with a 2,875kWe shaft generator.
PTI power in diesel-electric mode is 1,200kW, and for maximum thrust, the
total power can be boosted to 5,200kW. In addition to the 2,250kWe auxiliary
genset, there is a 625kVA harbour/emergency genset.
A total of 20 Rolls-Royce AC electric winches of various
sizes control all fishing operations. Both pelagic and
bottom trawling can be undertaken with single or double
trawls, and the trawl deck is laid out with four trawl tracks.
Operating mainly in the North Atlantic, the main catch is
expected to be cod, pollack, haddock, redfish and shrimps.
NVC 354
Two 77.5m long pelagic trawlers of the Rolls-Royce NVC
354 design will soon be fitted out at Larsnes Mek Verksted.
Hull steelwork is now being constructed in Poland, and
the vessels are scheduled for delivery at the middle and
end of 2012 respectively. Although they are for two
different owners, Eros and Kings Bay, the two trawlers will
be identical in all major respects.
The design features an innovative layout for the net
handling system, which is located aft of the superstructure
and under a shelter, giving the crew a safer and better
working environment. The catch will be carried in
refrigerated seawater tanks.
www.rolls-royce.com
PHOTO Kleven Maritime
2
PHOTO Larnes Mek
3
TRAWL CONTROL
Rolls-Royce continues to expand its
range of fishing vessel equipment.
An example is the direct drive
hydraulic winches and control
systems for bottom trawling
supplied for a vessel under
construction in Turkey for Strand.
These winches allow very sensitive
dynamic control of the net, and now
frequency controlled pumps can
be run at speeds that minimise
the use of energy without loss
of responsiveness.
Another refinement in this vessel
will be a further development of the
Synchro RTX autotrawl system,
which has been carried out in
cooperation with the owner
and trialled on Strand’s
trawler Havstrand.
“Better functioning,
more functions available, are
key words in this connection,”
notes Havstrand’s skipper, Nils
Kristian Skjong.
57
NVC 341
Abelone Møgster is a new NVC 341 fishing vessel that is
remarkably adaptable. It can efficiently use purse seines,
pelagic trawls and gillnets to catch different
fferent species of fish
ff
in a number of locations at various times of year off
ff the
Norwegian coast.
Rolls-Royce developed the new design to meet the
special requirements of skipper and owner Harald
Møgster from Austevoll. The vessel was built by Larsnes
Mek Verksted. It is 43.1m long with a 12m beam, and is
classed by DNV with an Ice C rating. The catch is held and
transported alive in 500m3 refrigerated sea water tanks.
Three fishing quotas are expected to provide all-year
employment for Abelone Møgster
Møgster, with only two weeks
a year set aside for maintenance. Two crews of eight will
man the vessel alternately.
“A hybrid propulsion system was chosen to save
fuel and reduce emissions in all operating modes,” says
Monrad Hide, General Manager – fish. “When trawling, a
combination of diesel mechanical and diesel electric drive
makes maximum use of the available power. For purse
seining, either diesel mechanical or diesel electric can
be chosen. Gillnetting is carried out at a low to medium
power, using diesel electric drive via the active front end
converter and PTI motor. The fourth mode is transit and
here, either diesel or diesel electric drive can be selected
depending on the speed required.”
The 1,325kW main engine drives through a reduction
gearbox, which also carries an 800kW PTI motor and
a 1,000kW shaft generator. Two 550kW diesel gensets
can feed the PTI motor. Two 420kW tunnel thrusters are
installed, one at the bow, the other at the stern.
Abelone Møgster has two 25 tonne trawling/purse
seining winches, a net drum, a net crane and a deck
crane, two net haulers and two fish pumps for transferring
the catch.
The wheelhouse is laid out with multiple control
stations, each for a particular type of fishing. Purse seine
controls serving the winches and other deck machinery
are located on the starboard side, while to port is the
net handling system for gillnetting. Another station is
concerned with trawling, carried out over the stern. [RW]
[
1. The factory trawler
Prestfjord
ord has a
low resistance
hull form and
hybrid propulsion
system. A total
of 20 Rolls-Royce
electric winches
control all fishing
operations.
2. View of Prestfjord’s
aft bridge and
trawl deck.
3. The Abelone
Møgster has a
hybrid propulsion
system and
winches to
efficiently use
purse seines,
palagic trawls and
gillnets to catch
different species
of fish.
UPDATES
1
PHOTO Raytheon
58
DDG
1000
programme gathers momentum
The contract to supply the
United States Navy with
Rolls-Royce gas turbine
technology for its new
generation of multi-mission
destroyers, the all electric
DDG 1000 Zumwalt-class, has
advanced with installation of
the first shipset of main power
and auxiliary generators.
R
olls-Royce will supply two MT30 gas turbines and two RR4500 gas
turbine generator sets for each of the three DDG 1000 destroyers
on order.
A number of key milestones have been achieved recently, including
the installation of the first shipset of main power and auxiliary generators and
the successful full power parallel operation of both gas turbine generator sets
during simulated dynamic ship manoeuvring operations.
The main generator, the Rolls-Royce MT30 marine gas turbine, and the
auxiliary ship service generator, the Rolls-Royce MT5S (packaged as the RR4500
generator set), passed a series of rigorous Factory Acceptance Tests in April and
May 2010.
A single MT30 and RR4500 gas turbine generator set have been delivered
to the US Navy’s Surface Warfare Center in Philadelphia for intensive
land-based testing.
For ship two, the Michael Monsoor, the first RR4500 was delivered in April
with the second to follow in July. The two MT30 units will be delivered in
August and September.
The 15,482 tonne, 30 knot, tapered profile “tumblehome” hull DDG1000 will
www.rolls-royce.com
2
59
1. The distinctive
profile of the DDG
1000 Zumwalt
class destroyer.
2. Power for the
new ships will be
provided by two
MT30 marine gas
turbine-driven
generator sets.
3. Auxiliary power
for the class will be
provided by twin
RR4500 generator
sets.
4. Construction of
the third in class,
DDG 1002 has also
begun.
PHOTO Raytheon
3
4
be the US Navy’s multi-mission destroyer, a forward-looking class designed
to undertake a wide range of roles. The DDG 1000 is tailored for sustained
operations in the littorals and land attack. It will provide independent forward
presence and deterrence and support Special Operations forces, as an integral
part of joint and combined expeditionary forces.
Power density, manpower economy and advanced ship-board technology
are essential to the Zumwalt class destroyer fulfilling its mission.
Based around two sets of one MT30 and one RR4500, the Rolls-Royce gas
turbine package provides the DDG 1000 with a highly versatile suite of power
options. While the 36MW MT30s will provide the bulk of the power, the 4MW
RR4500s will provide economy during light load conditions and peaking
power when needed. As the DDG 1000 harnesses approximately ten times the
electrical power of a DDG 51 destroyer, power reliability is paramount.
The MT30, which is derived from the successful Trent family of aero engines,
has a proven track record. Its selection for the DDG 1000 programme marks
the first time a large gas turbine has been ordered by the US Navy for use as a
generator set, providing electrical power for propulsion and on-board systems
throughout the ship.
Andrew Marsh, President - Naval, said, “The Zumwalt
class destroyer is a highly-advanced vessel, with
demanding performance requirements. The MT30 is
the world’s most powerful marine gas turbine and is
well-suited to delivering the high-power demands of the
latest naval ship designs.”
The MT30 marine gas turbine is already at sea powering
the US Navy’s Littoral Combat Ship USS Freedom. It has also
been selected to power the Royal Navy’s QE class aircraft
carriers (see page 40). Like the Zumwalt class, the UK
carriers will benefit from integrated all-electric propulsion.
Onboard the DDG 1000, the MT30s are the ship’s main
turbine generators and, alongside the RR4500 auxiliary
generator sets, are the power sources for the ship’s
integrated power system. They provide power to propel
the vessel and power for the ship’s hotel load (lighting,
heating and ancillary functions) and other onboard
advanced technologies, such as radar and weapons, and
manages the power sources so the power requirements
can be met when needed.
The reliability and efficiency of the integrated power
system, in combination with the ship control systems,
means that manpower levels on board can be reduced
compared to conventional ships, with less time spent on
routine maintenance. In addition, the four-turbine set-up
provides for reconfiguration under a range of operating
conditions for greater survivability, reduced detectability
and more secure communications connectivity.
“The involvement of Rolls-Royce in the DDG 1000
programme does not end in the engine room,” says Peter
Lapp, Programme Executive. “We are also responsible for
the manufacture of the ship’s fixed-pitch propellers to
stringent US Navy specifications. Two ship-sets have been
cast in our Pascagoula, Mississippi foundry.”
With the acquisition of Odim in 2010, the Rolls-Royce
scope of supply for the class increased further and now
includes the multi-function towed array handling system
or MTAH, which controls the anti-submarine sonar and
torpedo defence systems. The first ship set has already
been assembled and integrated and is awaiting design
verification testing.
Construction of the first ship, the Zumwalt (DDG 1000)
is more than 50 per cent complete at General Dynamics
Bath Iron Works in Bath, Maine, and work on long lead
items for the Michael Monsoor (DDG 1001) and the
yet-to-be-named DDG 1002 has begun. [AR]
60
SUPPORT
Support
The recently opened
Rolls-Royce training
centre in Seletar,
Singapore.
www.rolls-royce.com
Focusing on training
The Rolls-Royce regional training centre
in Singapore and the marine training and
technology centre in Ålesund are now open
for business, offering a variety of courses.
61
62
T
SUPPORT
he Rolls-Royce marine training facility in Asia
is now open for business at the new 65,000m2
Seletar complex in Singapore, which was
formally opened by Rolls-Royce Chairman
Sir Simon Robertson and the Prime Minister of
Singapore, Lee Hsien Loong, in February. It is the result
of an overall investment of S$700 million (US$500 million)
and close cooperation between Rolls-Royce and the
Singapore authorities in new research, training and aero
engine production and test facilities in the region.
It is a first for Rolls-Royce in that customers from across
the various markets in which the company operates can
be trained in the same location, enabling all attendees
to benefit from purpose-built classrooms and extensive
workshop facilities that includes a canteen and gym.
Although a smaller version of the Ålesund marine
training centre, Singapore can run most of the same
courses. The latest technology, equipment and facilities
are combined to help develop the talent pool of service
engineers the company and its customers require, while
promoting a culture of engineering excellence. With fleets
growing and equipment becoming more complex, risks
increasing and technical and environmental regulations
becoming more demanding, the need for fully competent
crews has never been greater.
The marine section of the facility is equipped for
customer training with two simulator domes that can
be used for Icon DP systems, as well as Helicon X and
1
Towcon control systems training
for anchor handling winches. They
meet the need for greater realism
and versatility by using a seamless
spherical image of the working
environment and allow trainees to
practise manoeuvring and anchor
handling operations in various sea
states. Three smaller stand-alone DP
manoeuvring stations enable up
to five students to receive operator
training at any one time.
“The simulator domes are
undoubtedly the main attraction
for our customers in Asia. We are
excited to have this new training
resource available to us and the
ability to offer enhanced knowledge
and skills transfer to customers
and partners in this fast-growing
region,” said Gary Wieland, Senior
VP, Services - Asia. The centre is
also equipped to deliver a broad
spectrum of learning across all
Rolls-Royce business sectors - from
IT to management and leadership,
as well as technical skills. The first
graduating class of technicians is
2
www.rolls-royce.com
3
expected to begin their new roles at Rolls-Royce
in September.
Hardware will change as new products enter service.
Currently, the hardware includes a Canman waterjet
control system, steering gear and controls, a waterjet
module, deck machinery and engine sub-assemblies,
plus a CP propeller hub and automation system
switchboards, which are housed in two workshops. A
range of classrooms will cater for small or larger groups.
Training in Europe
The Rolls-Royce Training and Technology Centre in
Ålesund, Norway is already in operation, with various
courses in progress. It is located next to the campus of
Ålesund University College, with the building’s grand
opening planned for autumn.
Regular courses for popular Rolls-Royce products
and systems are a key part of the programme.
Product training courses are run at four distinct levels:
0, 1, 2 and 3. The latest listing and joining instructions are
regularly updated on the marine training pages of the
Rolls-Royce website.
Entry level (0) is standardised e-learning. It comprises
product-based familiarisation modules, which currently
cover 15 product groups and are the ideal starting point
for any learning programme.
Level 1 goes into more detail with courses available
on most Rolls-Royce products. While some are purely
equipment familiarisation and operation, others
concentrate on the correct maintenance requirements,
or both. Course duration and scope varies. For example,
for CP propellers there is a four-day operator training
course and a five-day maintenance course. For steering
gears, there is a four-day maintenance course while for
engine maintenance, it is a standard three-day course.
Level 2 courses can be shipowner specific, where
individual crew members need more advanced
knowledge of particular products. The Royal
Norwegian Navy, for example, books higher level
maintenance training.
Levels 2 and 3 are normally targeted at honing
63
4
the knowledge and skills of experienced Rolls-Royce
service engineers.
For individual requirements, tailored courses are
developed on request to cater for specific customer
needs. Bespoke courses on relevant ship equipment
normally cover operation, trouble-shooting and
maintenance. They can be run at the Rolls-Royce training
centre of choice or on board a nominated vessel catering
for the needs of a ship’s crew, typically a group of eight
people or less.
“As the Ålesund Centre currently caters solely for marine
product training, a broader range of product hardware will
be available than in Singapore,” says William Roberts, VP,
Global Training and Service Engineer Development. “It is
growing all the time, expanding as new equipment goes
into service.”
Equipment in the training hall currently includes
operating steering gear with controls, two types of
controllable pitch propeller with gearbox and pitch
setting systems, tunnel thruster, steering system for large
azimuth thrusters, a complete Azipull AZP85 thruster
and a sectioned diesel engine. Power electric systems
are represented with a complete switchboard for three
generators with splittable bus and supply to consumers
with fixed and variable frequency, typical of an offshore
vessel installation. Anchor handling winch motors,
a complete anchor and mooring windlass, seismic
handling equipment and stainless steel and aluminium
waterjets are scheduled to follow shortly.
Simulators include a full-scale offshore vessel bridge with a
360 degree field of vision for ship handling, anchor handling
and other offshore operations. Individual simulators in
another room allow trainees to operate winches, cranes and
other equipment.
The Dynamic Positioning simulator and adjacent technical
room have been expanded and installed in the new
centre. Level 0, 1 and 2 DP courses are offered, covering
familiarisation, basic and advanced operator training,
maintenance and combined operation and technical
courses, with Nautical Institute accreditation. [AR/RW]
1. Both marine
training centres
are equipped with
simulator domes;
in Ålesund there
is also a complete
bridge simulator
with realistic 360°
views.
2. There are
stand-alone DP
simulators for
multiple crew
training.
3. Conventional
classroom
facilities are well
equipped.
4. A wide range of
equipment has
been custom
designed
to enhance
the training
experience.
64
SUPPORT
1
Playing a key
role in vessel
conversion
Preparing a recently
built 11,000dwt dock ship
for a new role as a heavy-lift,
deepwater oil exploration
and offshore support vessel
required a significant upgrade,
including installation of
a dynamic positioning and
thruster package.
W
ork on converting the 172.5m long 25.4m beam 11,000dwt dock
ship owned by Harren and Partner (the former Combi Dock IV)
into the heavy-lift, deep-water oil exploration and offshore
support vessel OIG Giant II, got underway in August 2011
at Lloyd Werft, Bremerhaven.
The vessel is the second ship in the Offshore Installation Groups (OIG) planned
fleet of six offshore support vessels. Combi Dock IV was one of a series of four
heavy lift dock ship sisters built between 2007 and 2010. One has already been
converted into OIG Giant I.
The work undertaken was wide-ranging and used experience gained from the
earlier conversion of the first vessel. At the heart of the work was the installation
of a Rolls-Royce DP2 system and thruster package.
Dynamic positioning with power and manoeuvrability
New to the ship and consistent with its specialist new tasks is the Rolls-Royce
DP2 equipment package. It includes a DP2 dynamic positioning system, with
sensors and reference system, Poscon joystick, Helicon X3 remote controls and
five new thrusters. The complete system, including the electric motors for the
five thrusters, was designed and supplied within the relatively short five-month
delivery time frame, to meet the conversion schedule, and was managed by the
Rolls-Royce service team in Ulsteinvik.
To get the required increase in propulsion power into the hull required the
relocation and enlarging of the ship’s forward bow thruster, which was replaced
by a TT2650 tunnel thruster, together with a TCNC92 combined swing-up
azimuth thruster that can also operate as a tunnel thruster when retracted
for operational flexibility. To provide optimum manoeuvrability and due to
the limited space below deck, a TCNS92 swing-up azimuth thruster, rated at
2MW with a 2.2m diameter propeller, was installed in the middle of the ship.
A hull module suitable for a TCNS92 thruster was prepared by the yard for the
2
3
4
65
PHOTO Offshore Installation Group (OIG)
PHOTO Offshore Installation Group (OIG)
www.rolls-royce.com
with an active heave compensation system. They
now have a combined safe working load of
500mt for subsea installations to a depth of 2,500m.
A 7.8m x 7.4m moonpool on the starboard side of the
loading bay enables divers and equipment to be lowered
into the water.
OIG Giant II was also fitted with a submersible and
tiltable open stern ramp for floating in or out, a helipad
and an additional seven-deck accommodation extension
to the forward superstructure to house a further 86
personnel. Six more generators were also installed
to ensure that the vessel’s new capacities have the
power required.
1. The OIG Giant ll is
the second vessel
to be converted by
OIG to undertake
a variety of subsea
installation work.
2. Two swing-up
thrusters were
installed together
three new tunnel
thrusters.
3. User-friendly DP
controls.
4. The vessel’s first
job was installing
test tidal turbines
at the Falls of
Warness tidal test
site, Orkney.
Proven in service
installation of a third unit, should more power be required
in the future. Two TT2400 tunnel thrusters with CP
propellers were installed in the stern.
“We designed the system to meet the specified
operational profile of the vessel,” says Stein Arve Molnes,
Sales Manager – upgrading/overhaul. “As our DP systems
are designed to work with our thrusters, we were able to
provide a complete system and quote a single package
price. This reduced the number of suppliers involved and
provided the confidence that the system would perform
as designed. Courses for crew training were run at the
Ålesund Training Centre.”
The conversion included a range of other work,
undertaken by the yard. The ship’s two forward, heavy-lift
cranes were significantly lengthened to enable them to
reach as far and as high as possible, and were equipped
The vessel’s first job was the transport and installation of
three turbines for a tidal power station off Orkney in the
North Sea during late 2011. The work was performed with
remarkable accuracy in 30 knot side winds with a 5 knot
current from the stern - a suitable demonstration of the
DP systems performance.
OIG Giant II is the second ship in the planned threevessel fleet of Singapore-based Offshore Installation
Group (OIG). The recently founded company, a joint
venture between Harren & Partner and Goldman Sachs
Capital Partners, serves the oil and gas industry with large
specialist ships. The vessels are equipped for a variety of
installation work far out to sea and can operate at depths
of up to 2,500m. The large deck area means they are able
to take everything on board at the start of a project, so the
support of other heavy lift vessels to transport equipment
is not required, saving time and money. [AR]
DP2 TURNKEY PACKAGES FOR PSVs
SEACOR Marine was an early
adopter of Rolls-Royce DP2
systems with the upgrade
of PSV Seabulk Asia. The
turnkey project included
design, integration and
project management and the
supply of the DP2 system,
switchboard, interface
upgrade Helicon X, steering
gear, additional stern
thruster, FMA study, general
arrangement HVAC, capability and
ERN analysis.
“We particularly like the
compact design of the equipment
and the ease with which it interfaces
with other equipment supplied by
Rolls-Royce,” says Tim Clerc, Manager
of engineering, SEACOR Marine LLC.
Positive feedback led to a similar
installation on Seabulk South Atlantic,
and a further two UT 755 L vessels are
now being upgraded in Brazil.
66
SUPPORT
2
PHOTO Ensco
1
Rapid
response for
emergency
maintenance
Selecting underwater
intervention services offers
enhanced flexibility in
minimising vessel downtime,
particularly when urgent
unplanned maintenance is
required.
R
olls-Royce added turnkey underwater intervention
to its marine services portfolio over three years ago
and has since developed a number of innovative
repair methods where drydocking is not required.
When a customer contacts Rolls-Royce with a request for
underwater intervention, the requirement is assessed against
a range of suitable solutions to determine the best approach
relative to the current operating conditions and location.
Once the solution is agreed with the customer, Rolls-Royce
mobilises service engineers, the diving partner and all
necessary equipment to the vessel or quayside. Rolls-Royce
acts as the single point of contact throughout, providing
seamless project planning, management and execution of
the work.
A successful underwater intervention project was recently
undertaken on a Rolls-Royce TCNS92 azimuth thruster
installed on a semi-submersible rig operating off the coast of
Angra dos Reis near Rio de Janeiro, Brazil. The customer, Ensco,
reported that the thruster on the ENSCO 6000 rig was leaking
at pitch control level and required an emergency repair.
With no time to wait for a suitable dry dock to become
available to enable the repair to be carried out, underwater
intervention provided a safe and vital alternative.
A team from the Rolls-Royce
service centre in Brazil and propulsion
product centre in Norway worked in
collaboration with the diving partner,
Subsea Solutions Alliance, and Ensco
personnel to plan the work. The agreed
solution was an underwater repair of
the oil distribution box with a team
comprising one project manager,
one service engineer and three divers
working over two days to complete
the repair.
“Underwater intervention offers
our customers a time-sensitive
service that enables critical repairs
to be performed directly at the rig’s
location”, said Peter Redpath, VP Sales
in the Gulf of Mexico. “This efficient
operation was concluded within
the allotted time-scale and the rig
was able to return to service with
minimal downtime.”
Ensco, with a fleet of seven drillships,
20 semi-submersible rigs and 49
jackups, recognised the value of
employing Rolls-Royce to manage
this turnkey project. “We are pleased
the intervention work was conducted
safely, on time and with care to prevent
spills and environmental impacts,” said
Gilles Luca, Ensco Vice President, Brazil.
Amanda Martin, Ensco’s Director of
Supply Chain, Western Hemisphere,
added, “Rolls-Royce has been a
proactive supplier partner, working
with Ensco stakeholders to improve
the communications and planning
between our organisations. We
appreciate the commitment to
customer satisfaction, which has
resulted in continuously improving
supply and service efficiencies for
our fleet.”
Following this success, Ensco has
selected Rolls-Royce to undertake
the removal and re-installation of
six UUC 455 azimuth thrusters
installed on the ENSCO DS-6 drillship.
Rolls-Royce service engineers and
product centre personnel from
Finland will work closely with their
counterparts in Singapore to
perform the operation, needed to
accommodate the massive ship’s hull
in the shipyard prior to the drillship
commencing a new charter later
this year. [AM]
1. Rolls-Royce
mobilised service
engineers and
divers, managing all
aspects of the work.
2. An emergency
underwater
thruster repair was
carried out on the
ENSCO 6000 rig
while it remained
close to its
operating location
off Rio de Janerio.
www.rolls-royce.com
67
PHOTO DFDS
1
DFDS ferry trio upgraded with
Promas Lite
2
Improving propulsive efficiency is key to
reducing fuel burn and emissions, and
the number of vessels successfully upgraded continues to grow. Three ferries
operating on the English Channel crossing are the latest to benefit.
T
hree more DFDS Seaways
ferries have been upgraded
with the Rolls-Royce Promas
Lite system to maximise their
propulsive efficiency, reducing fuel
consumption and emissions.
Dover, Dunkerque and Delft Seaways
serve on the Dover-Dunkerque route
across the English Channel. The three
sister ships were originally designed
for a service speed of 26.5 knots and
had Kamewa propellers optimised for
that speed. The requirements for the
Channel route is a lower service speed
of 18-19.5 knots, with a little more
speed available to recover delays and
power for responsive manoeuvring
in port. This has resulted in not only
poor operating efficiency, but also
enhanced vibration levels during
manoeuvring. The ferries have twin
screws and two engines per shaft, and
normal sailing on the route can be
maintained on one engine per shaft,
with more power available if required.
The Promas Lite system was
selected as it integrates the propeller
and rudder into a single system to maximise hydrodynamic
performance over a conventional propeller reblading. The
customised design was developed at the Rolls-Royce facility
in Kristinehamn, Sweden.
New propeller blades were bolted onto the original
hub and a special hubcap fitted to the propeller, which
streamlines the flow onto a bulb that was fabricated
and welded onto the existing rudder. This effectively
increases propeller thrust, as previously wasted energy
is recovered from the flow, and also reduces drag. The
hubcap is mounted outside of the propeller hub and
acts purely as a hydrodynamic fairing, keeping cost and
technical complexity to a minimum. The settings of the
existing control combinator were revised to ensure that
optimal engine load and propeller pitch was combined for
maximum efficiency.
“Generally, we predict a Promas Lite installation on this
type of vessel, which is also operating significantly off
its original design speed, should provide an efficiency
improvement in the region of 10 to 15 per cent at
transit speed,” says Klas Nygren, Service Sales Manager,
propellers and waterjets. “Depending on the time spent
at transit speed versus manoeuvring in port, the overall
efficiency improvements will obviously be reduced, but
still represent a significant reduction in fuel burn and
emissions. As our systems are performance matched,
a typical side benefit is reduced propeller-induced
vibration, which enhances the
overall passenger experience.”
The turnkey upgrading of all three
ferries was undertaken during the
first quarter of 2012 at the Arno
Dunkerque yard in France. The
first and second installations were
delivered on time, and the third two
days ahead of schedule.
These efficiency improvements
will contribute to the DFDS goal of
reducing CO2 emissions by 10 per cent
over a five year period. [AR]
1. The three DFDS
ferries operate
on the busy cross
channel service
between Dover
and Dunkerque.
2. For these Promas
Lite installations,
new propeller
blades were
installed to
match the vessels
new operating
profile, with bulbs
fabricated and
welded to the
existing rudders.
68
CONTACTS
Head Offices
Marine
3 Temasek Avenue
#19-01, Centennial Tower
Singapore 039190
Tel: +65 6501 7600
Fax: +65 6501 7700
Offshore
Sjøgata 80
N-6065 Ulsteinvik, Norway
Tel: +47 81 52 00 70
Fax: +47 70 01 40 05
Merchant
Korsegata 4
P.O. Box 22
N-6025 Ålesund, Norway
Tel: +47 81 52 00 70
Fax: +47 70 10 37 03
Naval
P.O. Box 3
Filton, Bristol
BS34 7QE, UK
Tel: +44 117 974 8500
Fax: +44 117 974 8666
110 Norfolk Street,
Walpole, MA 02081, USA
Tel: +1 508 668 9610
Fax: +1 508 668 5638
Submarines
P.O. Box 2000 Raynesway,
Derby DE21 7XX, UK
Tel: +44 1332 661461
Fax: +44 1332 622935
Northern Europe
Denmark
Sales & Service - Aalborg
Vaerftsvej 23, DK-9000 Aalborg
Tel: +45 9930 3600
Fax: +45 9930 3601
Finland
Sales & Service - Helsinki
Itämerenkatu 5, FIN-00180 Helsinki
Tel: +358 9 4730 3301
Fax: +358 9 4730 3999
Waterjets - Kokkola
P.O. Box 579, FIN-67701 Kokkola
Tel: +358 68 324 500
Fax: +358 68 324 511
Rauma
P.O. Box 220, FIN-26100 Rauma
Tel: +358 2 83 794 722
Tel: +358 4 0 828 0013 (24hr)
Fax: +358 2 8379 4804
France
Sales & Service - Rungis
4 place des Etats-Unis, Silic 261,
F-94578 Rungis Cedex
Tel: +33 1 468 62811
Fax: +33 1 468 79398
Germany
Sales & Service - Hamburg
Fährstieg 9, D-21107 Hamburg
Tel.: +49 40 780 9190
Fax: +49 40 780 91919
Stabilisation (Intering) - Hamburg
Fährstieg 9, D-21107 Hamburg
Tel.: +49 40 52 87 36 0
Fax: +49 40 52 87 36 66
The Netherlands
Sales & Service - Rotterdam
Werfdijk 2 (Port 2828), 3195 HV Pernis
Tel: +31 10 40 90 920
Fax: +31 10 40 90 921
Norway
Automation - Longva
P.O. Box 1522, N-6025 Ålesund
Tel: +47 81 52 00 70
Tel: +47 97 72 83 60 (24hr)
Fax: +47 70 20 83 51
Deck Machinery &
Steering Gear - Brattvåg
P.O. Box 1522, N-6025 Ålesund
Tel: +47 81 52 00 70
Fax: +47 70 20 86 00
Engines - Bergen
P.O. Box 924 Sentrum
N-5808 Bergen
Tel: +47 81 52 00 70
Tel: +47 91 58 72 41 (24hr)
Fax: +47 55 19 04 05
Foundry - Bergen
P.O. Box 924 Sentrum
N-5808 Bergen
Tel: +47 81 52 00 70
Fax: +47 55 53 65 05
Oslo Office
Karenslyst Allé 57, N-0277 Oslo
Tel: +47 81 52 00 70
Fax: +47 24 00 54 99
Power Electric Systems - Austevoll
N-5394 Kolbeinsvik
Tel: +47 56 18 19 00
Tel: +47 95 29 19 20 (24hr)
Fax: +47 56 18 19 20
Power Electric Systems - Bergen
Postboks 80, Godvik, N-5882 Bergen
Tel: +47 55 50 62 00
Tel: +47 97 65 89 29 (24hr)
Fax: +47 55 50 62 01
Controls/DP – Ålesund
P.O. Box 1522, N-6025 Ålesund
Tel: +47 81 52 00 70
Tel: +47 90 01 09 97 (24hr)
Fax: +47 70 10 37 01
Training Centre - Ålesund
P.O. Box 1522, N-6025 Ålesund
Tel: +47 70 23 51 00
Fax: +47 70 10 37 01
Propulsion - Ulsteinvik
P.O. Box 1522, N-6025 Ålesund
Tel: +47 81 52 00 70
Tel: +47 90 01 09 97 (24hr)
Fax: +47 70 01 40 14
Rudders - Hareid
P.O. Box 1522, N-6025 Ålesund
Tel: +47 81 52 00 70
Tel: +47 90 89 46 74 (24hr)
Fax: +47 70 01 40 21
Ship Technology
Fish & Merchant - Ålesund
P.O. Box 1522
N-6025 Ålesund
Tel: +47 81 52 00 70
Fax: +47 70 10 37 01
Ship Technology Offshore - Ulsteinvik
P.O. Box 1522, N-6025 Ålesund
Tel: +47 81 52 00 70
Fax: +47 70 01 40 13
Steering Gear - Hagavik
P.O. Box 924 Sentrum, N-5808 Bergen
Tel: +47 81 52 00 70
Fax: +47 56 30 82 41
Deck Machinery - Seismic & Subsea Hjørungavåg
P.O. Box 193, 6069 Hareid
Tel: +47 70 01 33 00
Tel: +47 91 62 23 36 (24hr)
Fax: +47 70 01 33 01
Cranes - Molde
P.O. Box 2009, 6402 Molde, Norway
Tel: +47 70 31 15 00
Tel: +47 91 62 23 36 (24hr)
Fax: +47 71 17 31 40
Deck Machinery - Seismic & Subsea Stavanger
P.O. Box 296, 4066 Stavanger
Tel: +47 51 57 28 00
Tel: +47 91 62 23 36 (24hr)
Fax: +47 51 57 28 01
Deck Machinery/Norwinch Service Bergen
Tel: +47 56 57 16 00
Tel: +47 91 84 70 67 (24hr)
Fax: +47 56 30 82 41
Poland
Deck Machinery - Gniew
Kopernika 1, 83-140 Gniew
Tel: +48 58 535 25 25
Fax: +48 58 535 22 18
Sales and Service - Gdynia
8 Kontenerowa Str, 81-155 Gdynia
Tel: +48 58 782 06 55
Fax: +48 58 782 06 56
Russia
Business Center B5
Pr Bakunina 5, Office 304
191024 St Petersburg
Tel: +7 812 332 1855
Fax: +7 812 332 1855
Sweden
Propulsion - Kristinehamn
P.O. Box 1010, S-68129 Kristinehamn
Tel: +46 550 840 00
Tel: +46 705 286 566 (24hr)
Fax: +46 550 181 90
United Kingdom
Marine Electrical Systems
Northarbour Road, Cosham
Portsmouth, PO6 3TL
Tel: +44 2392 310 000
Fax: +44 2392 310 001
Sales & Service - Dartford
Nucleus, London Science &
Business Park, Brunel Way
Dartford, Kent DA1 5GA
Tel: +44 1322 312 028
Fax: +44 1322 312 054
Marine Gas turbines - Bristol
P.O. Box 3, Filton, Bristol BS34 7QE
Tel: +44 117 979 7242
Motion Control – Dunfermline
Hillend Industrial Park,
Dunfermline, Fife KY11 9JT
Tel: +44 1383 82 31 88
Fax: +44 1383 82 40 38
Sales & Service - Dunfermline
Hillend Industrial Park
Dunfermline, Fife KY11 9JT
Tel: +44 1383 82 31 88
Tel: +44 7831 1671 38 (24hr)
Fax: +44 1383 82 40 38
RAS Systems - Newcastle
Michell Works, Scotswood Road
Newcastle Upon Tyne, NE15 6LL
Tel: +44 191 256 2800
Fax: +44 191 256 2801
Shaft bearings – Michell Bearings
Scotswood Road
Newcastle Upon Tyne NE15 6LL
Tel: +44 191 273 0291
Fax: +44 191 272 2787
Southern Europe
Italy
Sales & Service - Genova
Via Castel Morrone, 13
16161 Genova
Tel: +39 010 749 391
Fax: +39 010 749 3950
Croatia
Engineering - Navis Consult
Bartola Kasica 5/4
HR-51000 Rijeka
Tel: +385 515 001 00
Fax: +385 515 001 01
Greece
Sales & Service – Piraeus
Akti Miaouli & 2 Kantharou Str.
Piraeus 185 37
Tel: +30 210 4599 688/9
Fax: +30 210 4599 687
Spain
Sales - Madrid
Manuel Tovar 36-2A,
E-28034 Madrid
Tel: +34 913 585 332
Fax: +34 91 735 07 28
Sales & Service – Bilbao
Estartexe, 8 oficina E
48940 Leioa –Vizcaya
Tel: +34 944 805 216
Fax: +34 944 806 482
Turkey
Sales & Service Turkey
Nazan Sok. No:2 Lagoon Plaza D:3
34940 Tuzla, Istanbul
Tel: +90 216 446 9999
Fax: +90 216 395 7152
West Africa
Namibia
Sales & service – Walvis Bay
P.O. Box 4414, Old Power Station
2nd Street East, Walvis Bay
Tel: +264 642 275 440
Fax: +264 275 441
Middle East
United Arab Emirates
Sales & Service - Middle East
P.O. Box 261103
Office 47B Oilfields Supply Centre
RA/09 Jebel Air Free Zone
Dubai, UAE
Tel: + 971 4 883 3881
Fax: + 971 4 883 2639
Naval - Dubai
Dubai Airport, Free Zone
Suite ZW406,
PO Box 54254, Dubai
Tel: +917 4 299 4343
Fax: +917 4 299 4344
Asia Pacific
Australia
Sales & Service – Melbourne
Unit 4, 344 Lorimer Street
Port Melbourne
Victoria 3207, Australia
Tel: +61 396 444 700
Sales & Service - Perth
Unit 2, 8 Wallace Way
Fremantle WA 6160, Perth
Tel: +61 8 9336 7910
Fax: +61 8 9336 7920
Naval - Sydney
PO Box 117, North Ryde, NSW 1670
Tel: +61 2 9325 1333
Fax: +61 2 9325 1300
India
Sales & Service - Mumbai
TTC Industrial Area,
MIDC Turbhe, NAVI Mumbai 400 703
Tel: +91 22 6726 38 38
Fax: +91 22 6726 38 18
EA&C - India
TT Industrial Area, MIDC Turbhe
NAVI Mumbai 400 703
Tel: +91 986 703 1823
Malaysia
Naval - Kuala Lumpur
Lot 32C, Floor 32, UBN Tower
10 Jalan P. Ramlee,
50250 Kuala Lumpur, Malaysia
Tel: +60 3 2026 1990
Fax: +60 3 2031 7990
Singapore
Sales & Service - Singapore
No 6, Tuas Drive 1
Singapore 638673
Tel: +65 686 21 901
Fax: +65 686 32 165
Training Centre – Singapore
Tel: +65 6501 7600
New Zealand
Sales & Service - Christchurch
175 Waltham Road
Waltham, Christchurch
Tel: +64 3 962 1230
Fax: +64 3 962 1231
Vietnam
Deck Machinery - Vietnam
Road 4, Dong Xuyen Industrial Park,
Rach Dua Ward, Vung Tau City
Tel: +84 64 3576 000
Fax: +84 64 3576 001
www.rolls-royce.com
China
Sales & Service - Hong Kong
3rd Floor, Main Building, 1-7 Sai Tso Wan
Road, Tsing Yi Island, N.T., Hong Kong
Tel: +852 2526 6937
Fax: +852 2868 5344
Corporate Office - Shanghai
17th floor Kerry Parkside,
No. 1155 Fang Dian Road, Pudong,
Shanghai 201204
Tel: +86 21 2030 2800
Fax: +86 21 2030 2828
Sales & Service – Shanghai
No. 1 Xuan Zhong Road - Nan Hui
Industrial Zone, Shanghai 201300
Tel: +86 21 5818 8899
Fax: +86 21 5818 9388
Sales & Service - Dalian
Room 1204/1206 Swissotel
21 Wu Hui Road
116001 Dalian
Tel: +86 411 8230 5198
Fax: +86 411 8230 8448
Sales & Service - Guangzhou
Rm 2213A, Fuying Int Tower
166, Changgang Rd, Haizhu 510250
Tel: +86 20 895 77124
Fax: +86 20 89577145
Japan
Sales & Service - Tokyo
31st Floor Kasumigaseki Building,
3-2-5 Kasumigaseki,
Chiyoda-Ku, Tokyo 100-6031, Japan
Tel: +81 3 3592 0966
Fax: +81 3 3592 0969
Sales & Service - Kobe
Yamasaki Building 1st & 2nd Floor,
1-15-11 Kinpei-cho, Hyogo-ku,
Kobe-shi, Hyogo 652-0873
Tel: +81 78 652 8067
Fax: +81 78 652 8068
Republic of Korea
Sales & Service - Busan
Noksan Industrial Complex
18B-2L,1578-1,
Songjeong-dong, Gangseo-gu
Busan 618-270
Tel: +82 51 831 4100
Fax: +82 51 831 4101
Russia
Sales & Service - Vladivostok
5F, 3b, Streinikova str.
Vladivostok 690065
Tel: +7 4232 495 484
Fax: +7 4232 495 484
Americas
Brazil
Sales & Service - Rio
IIha do Caju, 131
CEP 24. 040-005 - Ponta da Areia
Niterói
Tel: +55 21 2707 5900
Fax.: +55 21 2707 5909
Canada
Sales & Service - St. Johns
142 Glencoe Drive, Mount Pearl
Newfoundland NL A1N 4P7
Tel: +1 709 748 7650
Fax: +1 709 364 3053
Naval Undersea Systems-Dartmouth
461 Windmill Road
Dartmouth, Nova Scotia, B3A 1J9
Tel: +1 902 468 2928
Fax: +1 902 468 1388
Naval Undersea Systems- Peterborough
597 The Queensway
Peterborough, Ontario, K9J 7J6
Tel: +1 705 743 9249
Fax: +1 705 743 8003
Sales & Service – Vancouver
96 North Bend Street
Coquitlam BC, V3K 6H1
Tel: +1 604 942 1100
Tel: +1 604 365 7157 (24hr)
Fax: +1 604 942 1125
Chile
Sales & Service - Santiago
Alcántara 200, 13th Floor, Office 1303,
755, 0159 Las Condes, Santiago
Tel: +56-2-586-4700
Fax: +56-2-586-4705
Mexico
Sales & Service – Veracruz &
Cuida del Carmen
Edif. Torre del Pilar, Blvd Ruiz Cortinez
#3642, Boca del Rio, Veracruz, 94299
Tel: +52 229 272 2240
Tel: +52 229 272 2246 (24hr)
Fax: +52 229 272 2241
USA
Naval Marine Inc - Walpole
110 Norfolk Street
Walpole, MA 02081
Tel: +1 508 668 9610
Tel: +1 (877) 598 6957 (24hr)
Fax: +1 508 668 2497
Sales & Service – Ft Lauderdale
10125 USA Today Way, Miramar, Fort
Lauderdale, FL 33025
Tel: +1 954 436 7100
Fax: +1 954 436 7101
Americas Corporate Office - Houston
1880 South Dairy Ashford,
Ashford Crossing II
Suite 301, Houston, TX 77077
Tel: +1 281 902 3300
Fax: +1 281 902 3301
Sales & Service - Galveston
Pelican Island 1, 2929 Todd Road
Galveston, TX 77554
Tel: +1 409 765 4800
Tel:+1 (832) 330 2554 (24hr)
Fax: +1 409 765 4801
Engine & Ship Service - Long Beach
2445 N Palm Drive Suite 104
Signal Hill, CA 90755
Tel: +1 562 989 0291
Fax: +1 562 989 0281
Sales & Service - New Orleans
200 James Drive West
St Rose, LA 70087
Tel: +1 504 464 4561
Fax: +1 504 464 4565
Sales & Service - Seattle
1731 13th Ave. SW
Seattle, WA 98134
Tel: +1 206 782 9190
Tel: +1 206 499 8245 (24hr)
Fax: +1 206 782 0176
Naval Marine Inc - Washington
1875 Explorer Street
Suite 200, Reston, VA 20190
Tel: +1 703 834 1700
Fax: +1 703 709 6086
Naval Marine Inc – Indianapolis
Po Box 420, 2001 South Tibbs Ave
Speed Code S-07, Indianapolis
Indiana 46206-0420
Tel: +1 317 230 2000
Fax: +1 317 230 6763
Naval Marine Inc - Annapolis
190 Admiral Cochrane Drive,
Suite 115, Annapolis, MD 21401
Tel: +1 410 224 2130
Fax: +1 410 266 6721
Naval Marine Inc – Pascagoula Foundry
3719 Industrial Road, PO Box 1528,
Pascagoula, MS 39567
Tel: +1 228 762 0728
Fax: +1 228 769 7048
Shiplift Systems - Annapolis
190 Admiral Cochrane Drive,
Suite 115, Annapolis, MD 21401
Tel: +1 410 224 2130
Fax: +1 410 266 6721
Naval Undersea Systems - New Bedford
1213 Purchase Street, New Bedford
Massachusetts 02740 USA
Tel: +1 508 990 4575
Fax: +1 508 990 4577
69
Rolls-Royce International Offices
Northern Europe
Rolls-Royce International Ltd
Rond Point Schuman, 6/5
1040 Brussels, Belgium
Tel: +32 2 230 8652
Fax: +32 2 230 0872
Rolls-Royce International Ltd
New Europe, IBC Building
Pobrenzi 3, 186 00, Prague 8
Czech Republic
Tel: +420 224 835069
Fax: +420 224 835013
Rolls-Royce International Ltd
Jägerstraße 59, D-10117,
Berlin, Germany
Tel: +49 30 2094 2501
Fax: +49 30 2094 2508
Southern Europe
Rolls-Royce International Ltd
Via IV Novembre 114
00187 Roma, Italy
Tel: +39 066 976 671
Fax: +39 066 791 755
Rolls-Royce International Ltd
122 Avenue Charles de Gaulle,
92522 Neuilly-Sur-Seine Cedex,
France
Tel: +33 147 221 440
Fax: +33 147 457 738
Eastern Europe
Rolls-Royce International Ltd
Office 26, B. Sadovaya Street 10
123001 Moscow, Russian
Federation
Tel: +7 495 651 9330
Fax: +7 495 651 9332
Middle East
Rolls-Royce International Ltd
Futuro Tower, 5th Floor, Office
Number 4, Ma’ather Raod
P.O. Box 88545
Riyadh 11672, Saudi Arabia
Tel: + 966 1 403 1733
Fax: + 966 1 240 1713
Rolls-Royce International Ltd
Dubai Airport Free Zone,
Suite 2W406,
PO Box 54254, Dubai,
United Arab Emirates
Tel + 971 4 299 4343
Fax + 971 4 299 4344
Asia Pacific
Rolls-Royce Australia Services
Pty Ltd
Suite 102, Level 1,
2-4 Lyonpark Road, Macquarie
Park, NSW 2113, Australia
Tel: +61 2 9325 1333
Fax: +61 2 9325 1300
Rolls-Royce India Pvt Ltd
2nd Floor, Birla Tower (West),
25 Barakhambha Road
New Delhi 110001, India
Tel: +91 11 2335 7118
Fax: +91 11 2335 7117
Rolls-Royce International Ltd
Mid Plaza II Building, 16th Floor,
Jln Jendral Sudirman Kav 10-11,
Jakarta 10220, Indonesia
Tel: +62 21 570 3888
Fax: +62 21 570 6286
Rolls-Royce Malaysia Sdn Bhd
32nd Floor, UBN Tower,
10 Jalan P. Ramlee, 50250
Kuala Lumpur, Malaysia
Tel: +6 03 2096 1990
Fax: +6 03 2031 7990
Rolls-Royce Singapore Pte Ltd
3 Temasek Avenue #19-01
Centennial Tower
Singapore 039190
Tel: +65 6734 5031
Fax: +65 6734 5038
Rolls-Royce International Ltd
Unit 402,
4th Floor Asia Tower Building
6 Nha Tho Street
Hoan Kiem District, Hanoi
Vietnam
Tel: +84 4 39380 228
Fax: +84 4 39380 230
North East Asia
Rolls-Royce International
- China Ltd
2109, China Life Tower
16, Chao Yang Men Wai Street
Beijing 100020
People’s Republic of China
Tel: +86 10 8565 5000
Fax: +86 10 8525 2213
Rolls-Royce International Ltd
4/F, South Tower,
Cathay Pacific City.
8 Scenic Road,
Honkong International Airport
Lantau, Hong Kong SAR
Tel: +852 2802 4843
Fax: +852 2511 0461
Rolls-Royce International Ltd
31st Floor Kasumigaseki Building,
3-2-5 Kasumigaseki,
Chiyoda-Ku,
Tokyo 100-6031, Japan
Tel: +81 3 3592 0966
Fax: +81 3 3592 0969
Rolls-Royce International Ltd
23rd Floor, Olive Tower,
135 Seosomun-dong,
Jung-gu, Seoul,
Korea 100-737
Tel: +82 2 3476 7750/2
Fax: +82 2 3476 0122
Rolls-Royce (Thailand) Ltd
11th Floor Tonson Tower,
900 Ploenchit Road,
Bangkok 10330, Thailand
Tel: +66 2 263 0500
Fax: +66 2 263 0505
Americas
Rolls-Royce North America Inc
1875 Explorer Street
Suite 200, Reston, VA 20190
Tel: +1 703 834 1700
Fax: +1 703 709 6087
Rolls-Royce International
Limitada
Av. Almirante Barroso 52
Sala 2001, 20031-000
Rio de Janeiro, Brazil
Tel: +55 21 2277 0100
Fax: +55 21 2277 0186
in-depth
The widest range of marine
products from a single supplier
17
12
Automation and control systems
Azimuth thrusters
issue
17
Bearings
2012
Bulk handling
Deck machinery
Design and integrated systems
Diesel and gas engines
Dynamic positioning systems
Energy storage
Gas turbines
Power electrics
Propellers
Propulsion systems
Reduction gears
Replenishment-at-sea
Rudders
Seismic and subsea systems
Shiplift systems
Stabilisers
Steering gear
Tunnel thrusters
Turbo generators
Waterjets
WORLD’S FIRST
GAS TUGS
Gas propulsion for maximum efficiency with
lowest emissions
REGIONAL FOCUS CENTRAL EUROPE
Service centres expand to serve this hub of
marine activity
FLEXIBLE DP UPGRADES
Installing an integrated dynamic positioning
system enhances performance