the global magazine for marine customers - Rolls

THE GLOBAL MAGAZINE FOR MARINE CUSTOMERS
ISSUE 25 2015
INTO THE
FUTURE
THE TECHNOLOGY
BEHIND THE US
NAVY’S NEXT
GENERATION
DESTROYERS
UNDER
ORDERS
MT30 READY TO POWER THE ROYAL
NAVY’S TYPE 26 GLOBAL COMBAT SHIPS
INSIDE
M A R I N E N E W S A N D D E V E L O P M E N T S / T E C H N O L O G Y / U P D AT E S / C U S T O M E R S U P P O R T
www.rolls-royce.com
W E LC O M E
MT30 – the power
behind the world’s
most demanding
naval platforms
THE STRENGTH OF
SHARED KNOWLEDGE
MIKAEL MÄKINEN, PRESIDENT – MARINE, ROLLS-ROYCE
Rolls-Royce has always strived to deliver innovation relevant to our customers’ needs, and
the future will be no different. One of our essential attributes is the ability to collaborate
across the company, and apply learnings beyond the boundaries of the Marine business
US Navy’s Littoral Combat Ship, Freedom Class variant
Image courtesy of Lockheed Martin © 2015
MT30 is the most power dense naval gas turbine available today, proven
to deliver superior performance, operational flexibility and reliability.
This is why it is already the engine of choice for five of the world’s latest
naval platforms including the Royal Navy’s Queen Elizabeth Aircraft
Carriers and Type 26 Global Combat Ship, the US Navy’s Littoral Combat
Ship Freedom Class variant and DDG-1000 advanced destroyer, and the
Republic of Korea Navy’s FFX-Batch II frigate.
Rolls-Royce combines innovative naval technology with a proven high
performing naval pedigree to deliver the most cost effective and efficient
ship power, propulsion and through-life solutions…for over 4,000
customers around the world.
Trusted to deliver excellence
In Rolls-Royce, the drive to innovate
never ends. For more than 100
years, the company has been at
the forefront of technological
developments that have helped
shape our world today.
Our company has more than
15,000 engineers worldwide,
specialising in technologies, from
materials science, to advanced data
analysis, combustion, acoustics and
aerodynamics, to name but a few.
While some of the above may not
appear relevant to those of us with
seawater in our veins, the power of
shared knowledge, and the potential
it offers, cannot be underestimated.
Across the world we also have
a unique network of University
Technology Centres, each addressing
a specific field of research. We
have close ties with hundreds of
academics, working on numerous
research programmes that often
result in great ideas becoming reality.
Two of these centres are specifically
focussed on maritime technologies,
around hydrodynamics of both hull
forms and propulsion. This academic
network gives us an opportunity to
think more widely about what our
future technological demands and
opportunities will be.
This year, we celebrate ten years of
the Trondheim UTC, which focuses
on hydrodynamic performance in
a seaway. You can read more about
this fascinating place and some of its
recent achievements in this issue.
The ability to transfer technology
has enabled us to develop worldclass products, none more so than
our gas turbine technology, which
is meeting the growing demand for
power and ultra-reliable performance
from the world’s navies.
We’ve begun to assemble the
first MT30 gas turbine for the Royal
Navy’s new Type 26 Global Combat
Ship. For a class of ship that will be
in service until 2060, an engine of
proven performance and reliability
is required. The MT30 is derived
from the Trent aero engine family,
THE GLOBAL MAGAZINE FOR MARINE CUSTOMERS
ISSUE 25 2015
INTO THE
FUTURE
THE TECHNOLOGY
BEHIND THE US
NAVY’S NEXT
GENERATION
DESTROYERS
UNDER
ORDERS
MT30 READY TO POWER THE ROYAL
NAVY’S TYPE 26 GLOBAL COMBAT SHIPS
INSIDE
M A R I N E N E W S A N D D E V E L O P M E N T S / T E C H N O L O G Y / U P D AT E S / C U S T O M E R S U P P O R T
COVER: Production of
the MT30 gas turbine
for the first T26 Global
Combat Ship has
begun.
which has powered Boeing 777
aircraft through millions of troublefree flying hours. It’s an example
of how technology we develop for
one market can be deployed for the
benefit of our marine customers.
Collaboration between our
technologists doesn’t stop at
hardware. The future transition to
intelligent ships is another area
where we are already working with
our colleagues in aerospace. They’re
monitoring thousands of jet engines
on-wing in real time and crunching
the data to predict maintenance and
monitor efficiency. We are developing
that capability to enable our marine
customers to operate their future
fleets more efficiently and, perhaps,
even remotely.
If there’s a future technology under
development, we probably have
an engineer or academic partner
involved somewhere along the way,
as we increase our R&D investment
to shape the future and deliver the
technologies of tomorrow.
03
CONTENTS
GET IN TOUCH
Our offices and sector contacts, as well
as key websites and portals, are listed
on the inside back cover
ISSUE 25 2015
07
14
34
18
12
24
30
36
20
16
26
32
NEWS AND FEATURES
03 WELCOME
An essential attribute of Rolls-Royce
is the ability to collaborate and apply
learnings beyond the boundaries of
any one business, says Mikael Mäkinen,
President – Marine
06 NEWS ROUND UP
The latest developments from
the world of Rolls-Royce
INTERVIEW
10 BUILDING TRUST
President Naval Marine, Don Roussinos
is focused on building customer
trust and being highly responsive to
customer needs
04
ABOUT
TECHNOLOGY
12 MT30 FOR T26
Rolls-Royce is to supply the
MT30 gas turbine packages for
the first three Global Combat Ships
for the Royal Navy
14 POWERING A FUTURE FLEET
The Rolls-Royce MT7 is set to power
the US Navy’s Ship-to-Shore Connector
future fleet hovercraft
16 TECHNOLOGY FOR TUGS
Fairplay Towage has taken one of
the first IMO Tier III diesel generator
sets into service on the innovative
Fairplay XI
18 RESEARCHING THE FUTURE
Academic establishments play a major
role in Rolls-Royce R&D
20 LONGEST VOYAGE ON LNG
A Rolls-Royce Bergen pure-gas engine
has propelled the world’s first vessel to
operate between Asia and Europe solely
on LNG as the ship’s bunker fuel
CUSTOMER FOCUS
24 POWER AND PRECISION
The first Rolls-Royce MT30 gas turbine
has been successfully installed into the
Royal Navy’s second aircraft carrier, HMS
Prince of Wales, marking the completion
of another milestone for the Queen
Elizabeth Class programme
UPDATES
26 GOING DEEPER WITH FIBRE
The next step in deepwater subsea
handling operations using fibre ropes
28 THE BIGGEST LIFTS
Rolls-Royce has supplied the azimuth
thruster systems to Pioneering Spirit, the
world’s largest twin hulled vessel
30 FIRST WITH DP3
Far Sleipner is the first vessel to
be equipped with the latest DP3
technology and propulsion
32 FUTURISTIC ZUMWALT
The contract to supply the US Navy with
Rolls-Royce gas turbine technology for
its futuristic DDG 1000 Zumwalt class of
destroyers has entered its final phase
CUSTOMER SUPPORT
34 THE BIG DATA GAME
Extracting value from information results
in greater operational efficiency, cost
reductions and reduced risk of failures
36 THE LNG MAKEOVER
A retrofitting service can deliver the
same economic and environmental
benefits to existing vessels
38 MARINE CARE PACKAGE
TESO’s new ferry is in safe hands
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 AND PRODUCED BY: Connect Publications Ltd
CONTRIBUTORS: RG – Richard Goslan; SK – Simon Kirby;
GEN – Gro Elizabeth Naalsund; AR – Andrew Rice;
SR – Silke Rockenstein; CT – Craig Taylor; JW – Jonathan Webster;
PW – Patrik Wheater; RW – Richard White
If your details have changed or if you wish to receive a regular
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Printed in the UK.
© Rolls-Royce plc 2015
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.
05
NEWS
Research vessel
breakthrough
Rolls-Royce has been awarded the contract by ship builder Fincantieri to supply a fully
integrated propulsion system for the Norwegian Institute of Marine Research’s new
polar icebreaker, FF Kronprins Haakon
The FF Kronprins Haakon, an
NVC 395 polar design from
Rolls-Royce, will be the first
Norwegian icebreaker specifically
built for polar research since the
days of Roald Amundsen, when it
enters service in 2017.
The 100m long vessel has been
ordered by the Norwegian Institute
of Marine Research and is now being
built by Fincantieri in Italy, who will
also undertake detailed design.
Rolls-Royce has also been
awarded the contract by
Fincantieri to supply the vessel’s
integrated propulsion system.
It will comprise two Bergen
B32:40L9ACD and two Bergen
B32:40L6ACD diesel gensets
rated at 4,100kWe and 2,750kWe
respectively, together with a power
electric system, ice-class azimuth
thrusters (US ARC 0.8) rated at
5,000kW with 4,000mm diameter
propellers and two tunnel
thrusters. A range of electrical
systems will also be included.
The vessel is designed to collect
scientific data when operating
in ice and in open waters, and
will be equipped to undertake a
wide range of research activities,
such as monitoring fish stocks,
metrological studies, sea floor
sampling and mapping. Onboard
accommodation caters for 55.
The Norwegian Institute
of Marine Research and the
Norwegian Polar Institute act
as consultants to Norwegian
authorities and contribute to the
maintenance and administration
The
Norwegian
Institute of Marine
Research and the
Norwegian Polar Institute
contribute to the maintenance
of administration standards in
Norwegian waters and polar
areas to ensure they remain
some of the best-preserved
wilderness areas in
the world
ARCTIC ICEBREAKER
The Rolls-Royce
designed Polar
research vessel
Kronprins Haakon will
collect a wide range
of scientific data in
arctic waters.
standards in Norwegian waters and
polar areas, helping ensure they
remain some of the best preserved
wilderness areas in the world.
The Kronprins Haakon will be
homeported in Tromsø.
New order
for live fish carrier
Rolls-Royce has signed an order
for another live fish carrier with
Norwegian ship owner Sølvtrans
AS, one of the world’s largest
transporters of live fish.
The latest addition to the Sølvtrans
fleet, a NVC 387 design vessel, is the
third to be developed for the operator
by Rolls-Royce and will be built by
Kleven at their Myklebust yard in
Norway. The contract with the yard
includes an option for a second ship.
Monrad Hide, VP Sales Europe,
said: “Sølvtrans requires vessels with
the highest level of technology,
redundancy and environmental
compliance. We are proud to be
chosen again to develop their fleet
renewal. Our innovative ship design
ensures cost-effective operations
and fuel efficiency as well as low
emissions to air and sea.”
The NVC 387 live fish carrier
has a load capacity of 3,200m³
and its three tanks can take in up
to approximately 500 tonnes of
live fish. In order to transport live
fish efficiently and in a healthy
ABOVE: The latest
NVC 387 design can
transport up to 500
tonnes of live fish in
three tanks.
condition from fish farms to fish
processing plants on shore, spacious
temperature-controlled tanks are
required in the hold of the ship.
The bow shape is designed to
optimise cargohold conditions while
minimising hull resistance to limit
the amount of propulsion power
needed. Fuel consumption and the
vessel’s environmental footprint are
reduced while conditions for crew
and fish are improved.
The expected delivery from the
yard is March 2017.
Unmanned ship partnership
Rolls-Royce is to lead a new €6.6 million
(£4.59m) project that could pave the way
for autonomous ships.
The Advanced Autonomous
Waterborne Applications Initiative will
produce the specification and preliminary
designs for the next generation of
advanced ship solutions.
The project is funded by Tekes (Finnish
Funding Agency for Technology and
Innovation) and will bring together
universities, ship designers, equipment
manufacturers, and classification societies
to explore the economic, social, legal,
regulatory and technological factors
that need to be addressed to make
autonomous ships a reality. The project
will run until the end of 2017 and will
pave the way for solutions designed to
06
DESIGN EFFICIENCY
Rolls-Royce is leading a new project
that is taking the first steps towards
making remotely controlled ship
applications a reality.
validate the project’s research.
The project will combine the expertise
of some of Finland’s top academic
researchers from Tampere University
of Technology; VTT Technical Research
Centre of Finland Ltd; Åbo Akademi
University; Aalto University; the University
of Turku; and leading members of the
maritime cluster including Rolls-Royce,
NAPA, Deltamarin, DNV GL and Inmarsat.
“THE PROJECT WILL COMBINE
THE EXPERTISE OF FINLAND’S TOP
ACADEMIC RESEARCHERS AND
LEADING MEMBERS OF THE MARITIME
CLUSTER, INCLUDING ROLLS-ROYCE”
07
NEWS
MTU gensets for Type 23 ships
As part of a vessel life extension programme, the
Royal Navy’s Type 23 frigates are to be repowered
with MTU 12V 4000 M53B gensets. Image credit T23:
UK MoD Crown copyright
First Bergen
B33:45
delivered
The first unit in the new B33:45
medium speed engine series
from Bergen Engines has
now been shipped. The newgeneration engine left the
factory in Bergen, Norway in
early July.
As the type name suggests,
a bore of 330mm with 450mm
stroke was selected, so the
B33:45 series delivers a power
of 600kW per cylinder, a 20 per
cent power increase compared
with current B-series engines.
This allows the power demand
to be met with fewer cylinders,
which influences maintenance
costs and space required.
Specific fuel consumption is
175g/kWh at 85 per cent MCR
and 177g/kWh at full load.
The 5,400 kW engine delivery
is part of an order that includes
the Rolls-Royce NVC 372 ship
design, and a wide range of
propulsion equipment and
deck machinery.
BELOW: The nine-cylinder
variant of the Bergen
B33:45 will power a new
stern trawler.
08
Rolls-Royce is to supply a total of 48 MTU
diesel gensets for the UK Royal Navy’s 12
Duke-class (Type 23) frigates. It is the first
time that MTU engines will be in use with
the Royal Navy in combat ships.
The vessels will each be equipped
with four new MTU 12V 4000 M53B
diesel gensets as part of the Royal
Navy’s vessel life extension programme.
The diesel gensets will be delivered
from late 2016 to Devonport Naval Base,
where the repowering work is being
carried out by Babcock Marine. The deal
also includes a comprehensive logistics
package for the provision of spare parts
and an introductory training package.
INSET: The ninth Littoral
Combat Ship, the future USS
Little Rock, is launched into
the Menominee River in
Marinette, Wisconsin. Image
Credit: Lockheed Martin
Latest LCS launched
The Lockheed Martin-led industry team
launched the US Navy’s ninth Littoral Combat
Ship (LCS), Little Rock, into the Menominee River
at the Marinette Marine Corporation (MMC)
shipyard in July.
Secretary of the Navy Ray Mabus, who served
as an officer aboard the cruiser USS Little Rock,
presented the keynote address.
Following its naming and launch, Little Rock
is continuing with outfitting and testing before
delivery to the Navy later this year.
“This future USS Little Rock will use
interchangeable mission modules that
empower her to face a variety of high-priority
missions, from Anti-Surface Warfare to AntiSubmarine Warfare to Mine Countermeasures,”
said Vice President of Littoral Ships & Systems,
Joe North.
“She is ideally suited to navigate
the reefs and shallows in the Asia-Pacific,
as so well demonstrated by USS Fort Worth
on her current deployment.”
The Little Rock is one of seven Littoral Combat
Ships under construction at Marinette Marine.
Each one is powered by two MT30 marine gas
turbines driving four Rolls-Royce waterjets in a
CODAG arrangement that delivers a top speed
of over 40 knots.
The Lockheed Martin-led industry team is
building the Freedom variant and has already
delivered two ships to the US Navy. USS Freedom
(LCS 1) successfully deployed to Southeast Asia
in 2013 and is currently operating out of its
homeport in San Diego, California.
USS Fort Worth (LCS 3) is currently deployed
in South East Asia, serving in the US 7th Fleet
to strengthen international relationships,
engage in multi-regional naval exercises and
further LCS capabilities using manned and
unmanned assets.
Advanced stern
trawler pair ordered
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The Kleven shipyard in Norway is to build
two stern trawlers designed and equipped
by Rolls-Royce. The fishing vessels have
been ordered by the German company
DFFU, which is fully owned by the Icelandic
seafood company Samherji.
Samherji is among the world’s largest
investors in the fishing industry and it has
selected the two highly innovative vessels
of Rolls-Royce NVC 374 WP design.
Torstein Mar Baldvinson, CEO, Samherji
Group, said: “Our aim is sustainable
fishing and these two new vessels mark
an important next step in our company’s
development. A huge improvement in
the working and living conditions for
our crew is a main objective for making
this commitment. As well as fulfilling
significant environmental criteria, we are
confident that these vessels – designed and
built in Norway – will take the company
and its employees into a positive future
development.”
INSET: Two trawlers
of the innovative NVC 374
design are being built
in Norway for DFFU.
2015
Sept
Oct
Rolls-Royce and MTU will be attending
these events. For more information,
please contact: Donna Wightman,
Head of Global Events.
[email protected]
15-18
DSEi, London, UK
7-9
Danfish, Aalborg,
Denmark
Marine Events
The stern trawlers will be 80m long and
with hulls of ICE 1A class, and equipped
with a range of Rolls-Royce equipment,
including Bergen main engines, thrusters,
automation, winches and the fuel efficient
Wave Piercing bow design. Operational
efficiency, low emissions, crew comfort,
safety and excellent seakeeping
capabilities have been the main
considerations in the development of the
ship design and equipment package.
“It’s been a pleasure working with
such a knowledgeable yard and owner
to prepare this contract,” said John
Knudsen, President Commercial Marine.
“Our hull design and equipment will help
ensure that these will be among the most
effective and modern fishing vessels in the
world. Both vessels will be powered by our
latest Bergen B33:45 series engines, and
they will be the first fishing vessels
to feature our innovative wave piercing
bow design.”
1-4
MPSO Expo, Keilce,
Poland
6-8
Pacific 2015, Sydney,
Australia
18-23
SEG, New Orleans,
USA
20-23, Kormarine,
Busan, Korea
Nov
3-6
Europort, Rotterdam,
Netherlands
Dec
1-4, Marintec,
Shanghai, China
2-4, Work Boat Show,
New Orleans, USA
09
INTERVIEW
Building trust and
RESPONSIVENESS
As President Naval Marine, Don Roussinos is
focused on building customer trust and being
highly responsive to customer needs
D
on Roussinos leads the
Marine business’s naval
customer-facing activities. A
Native American, he moved
to his current position from the naval
electronics and communications
sector. In-depth contributor Jonathan
Webster spent time with him
talking about his vision for the Naval
business, what is changing and the
technologies required for the future.
Your background prior to joining
Rolls-Royce was in electronics
and communications systems.
What insights and experiences
from those industries have
shaped your approach to
managing the Naval business?
DR: I have been in the naval
business for over 25 years, and have
learned that to succeed one must
attain and nurture customer trust.
This is paramount to everything we
do, and that is what we are doing
here today.
From my experience, how one
builds trust is through being highly
responsive to our customers’ needs,
being obsessed with quality, value
and delivery, and by always standing
by our products.
Regardless of the industry or the
company, this has been my approach
to managing a successful organisation.
Delivering affordability in
naval programmes is now more
important than ever. What is
Rolls-Royce doing to ensure
its products match the
procurement requirements
of the world’s navies?
DR: First and foremost we understand
10
our customers’ needs and strive
to provide them with the best
power technology at an affordable
price. That said, it is important to
view affordability throughout the
lifecycle of the equipment. We define
total affordability from acquisition
through operations and continuing
maintenance over decades. Ultimately,
for us, providing affordability and
value is about ensuring the quality and
dependability of our products and
systems through life.
It is also about designing and
building something today that is more
future proof tomorrow.
To illustrate this, the total ship power
that our main and auxiliary turbine
gensets provide on the first DDG 1000
Zumwalt class multi-mission destroyer
is sufficient for the ship’s current needs
and for its future foreseeable needs,
as advanced systems are incorporated
into its total capability package.
The era of the all-electric ship
is approaching, with six
Royal Navy Type 45
destroyers in
service and
assets
such as the US Navy’s DDG 1000 and
the Royal Navy’s QE class entering
service in the next few years.
How revolutionary do you
think these performance
enhancers will be?
DR: Ultimately, it is about the
operating efficiency of the vessel. For
the all-electric ship to really take off,
the next step in making it viable is
making it affordable. And it will take
a few years of operating these ships
before we realise the real potential
and efficiency of the integrated
power system.
That said, we are already talking
to the US Navy about similar power
and propulsion options for the future
surface combatants that will replace
today’s Aegis cruisers and destroyers. DON ROUSSINOS
“First and foremost
we understand our
customers’ needs and
strive to provide them
with the best power
technology at an
affordable price.”
Some navies are investing in
new capability, while others
are looking to become smaller
yet more flexible. With these
differing trends emerging, how
do you see the naval market
developing in the next ten years? DR: Defence budgets throughout the
world will continue to be pressurised
despite the fact that emerging
threats are becoming
more capable.
Ships will
continue to
be built
to meet evolving naval needs, but
they need to be versatile and able to
perform multiple roles. And one trend
that is constant across all geographies
and ship classes is the increasing
demand for greater efficiency and cost,
from design and build, through the
operational life of the vessel.
In those countries where defence
budgets are declining, they must
develop new maritime strategies.
Looking at South East Asia, as an
example, there is an increasing need
to protect shipping lanes. Over 50 per
cent of the world’s shipping tonnage
passes through the straits of Malacca,
while a third of the global crude oil and
half of the LNG trade moves through
the South China Sea.
For the US, five of our top 15 trading
partners are in the Asia-Pacific region
while five of our seven security treaties
are also in the region. That means it’s
reasonable to deduce the re-balance
means properly postured forward
Naval forces such as what we are
seeing with Litteral Combat Ship 3
(LCS) USS Fort Worth operating out of
Singapore and deployed to the South
China Sea.
Look at Europe, there are different
macroeconomic and geo-political
factors impacting the approach
to current and future shipbuilding
programmes. Eastern and Central
Europe have seen growth in military
expenditure in response to an
increasingly complex geo-political
landscape. Some economies simply
need to create jobs, while for others
it is important that they maintain and
sustain a shipbuilding capability that
they cannot let deteriorate.
The marine gas turbine has
developed a real niche in the naval
sector. Where will the developing
technologies of today take this
product in the future, and do you
foresee any new applications?
DR: There will always be new
applications for the gas turbine as it
is the most power dense, efficient,
propulsion systems integration area
is one of my highest priorities. The
reason is that naval customers today
want to de-risk their platforms
and have fewer, stronger risk
sharing partners. By having a single
integrator such as Rolls-Royce, all
the mission critical capability, from
the main and auxiliary engines to
the propeller, can be supplied. This
means the customer has a single
proven leader to design, build, install,
launch and maintain that system
through life.
One way to be more responsive
to the customer is to be the single
vendor responsible for both the
main propulsion diesel engine
and gas turbine. So many of our
naval customers employ CODAG
(combined diesel and gas turbine)
systems; like those on the LCS with
the US Navy or the single gas turbine
hybrid systems planned for the
Royal Navy’s Type 26 frigate and the
Republic of Korea FFX Batch II frigate. safe and affordable solution for power
generation on naval vessels. Look at
the MT7 gas turbine we designed for
the US Navy’s future hovercraft, or
Ship-to-Shore Connector. We have
recently completed the successful
500-hour endurance test on this
engine and are now looking at other
applications for it, to meet a capability
gap for other ship types.
Similarly, the AG9160 gensets will
provide the electrical power for the
DDG 51 Flight III ships. The AG9160
genset is state of the market, built to
deliver 4MW of power at 4,160 VAC,
with a three per cent fuel saving. And
we need to up our game in the energy
storage area to develop a capability to
replace the 100+ uninterrupted power
supply systems we have today.
Power and propulsion systems
integration has been a successful
formula for your commercial
marine business. How important
is this capability within naval?
DR: Entering the power and
“BY HAVING A SINGLE INTEGRATOR SUCH
AS ROLLS-ROYCE, ALL THE MISSION
CRITICAL CAPABILITY CAN BE SUPPLIED”
How do you see the technology
and innovation from other parts
of Rolls-Royce enhancing the
overall naval capability that can
be provided to benefit
our customers?
DR: As we continue to invest in R&D
we will continue to maintain a focus
on developing new technologies
that can be leveraged across all
the business sectors; Commercial
Aerospace, Defence Aerospace
and Land & Sea, of which our
Naval business is a part of. That’s
being smart about our technology
and innovation strategy and
roadmap. When we design and build
engines, we have a business vision
that crosses all sectors, one that asks
the question where else can we
apply this technology to meet our
customer’s needs.
On a personal note – when
you’re not working, what do
you do to unwind?
DR: When I am not travelling,
meeting with customers and
employees, I enjoy a bit of skiing and
boating, depending on the season.
What I enjoy best of all though is
the heated competition on the golf
course with my wife! JW
11
T E C H N O LO G Y
Digital
To see more of
the Type 26
project and how
Rolls-Royce Marine
has been involved,
download the
In-depth app
COURTESY OF BAE SYSTEMS NAVAL SHIPS
MT30 ordered for
TYPE 26
Rolls-Royce has signed a contract to supply the
MT30 gas turbine packages for the first three
Type 26 Global Combat Ships for the Royal Navy
M
anufacture of the
MT30 gas turbines
and the surrounding
steel packages for
the ships, which
are to be built
by prime contractor BAE Systems,
has now begun at the Rolls-Royce
facilities in Derby, UK.
Don Roussinos, President – Naval,
said: “We are delighted to now move
onto the production phase for the first
MT30s for the Type 26 programme,
following the Design Development
Agreement (DDA) phase where we
have incorporated the Type 26 specific
Single GT for boost propulsion can bring economies:
Richard Partridge, Chief of Naval Systems explains:
Ship designers and propulsion
engineers continue to look for
machinery arrangements that
provide greater power density
with lower ownership costs.
Therefore there is a trend to use
fewer but more powerful prime
movers and adopt hybrid or
partial electric propulsion.
A single gas turbine system
must be reliable. With the MT30
we are building on more than
12
45 million hours of aero parent
experience. The Trent 800 is
exceptionally reliable, achieving
99.993 per cent availability
and on board maintenance
is typically no more than 90
minutes per week.
There is a natural assumption
that fewer prime movers means
reduced system redundancy.
Using careful layout and
separation of equipment, a high
degree of resilience can be built
in. Our detailed analysis shows
that improved survivability
can be achieved with a singleGT CODLOG arrangement,
more than a classic twin-GT
arrangement, where the loss of
the aft engine room can mean
loss of propulsion. There
is also the benefit of lower
procurement and through
life costs.
In a modern single-GT
CODLOG arrangement with
five engines a single point of
requirements into our compact
package design.
“The selection of the MT30, the
most powerful marine gas turbine
in operation today, for the Type 26
continues our long and successful
history of developing and supplying
gas turbines for the Royal Navy fleet.
We’re extremely proud that our MT30
will be powering the Type 26 and look
forward to working with BAE Systems
and the Royal Navy on this project.”
Rolls-Royce has also signed DDAs
with BAE Systems for steering
gear, stabilising fins and mission
bay handling equipment. MTU
Friedrichshafen has a DDA for the
diesel generator sets. The advanced
CODLOG (Combined Diesel eLectric
Or Gas turbine) propulsion system
selected will combine four MTU 20V
4000 M53B diesel gensets with a
single MT30.
The Type 26 Global Combat Ship will
be a globally deployable, multi-mission
warship capable of undertaking a
wide range of roles from high-intensity
warfare to humanitarian assistance,
either operating independently or
as part of a task group. The ship will
take full advantage of modular design
and open systems architecture,
ensuring it can be easily upgraded as
new technology develops and can
accommodate different sub-systems
and equipment suited to potential
overseas customer needs.
Under current planning
assumptions, 13 Type 26 ships will
be delivered to the Royal Navy in
both anti-submarine warfare and
general purpose variants. Operational
failure can be avoided by careful
location of the diesel generator
sets, power convertors,
transformers and by selecting
coupling, clutches and bearings
designed to run in the flooded
condition.
The propulsion system can be
arranged into three machinery
spaces, and the loss of any
one does not mean loss of
propulsion. For the designer this
translates into reduced ducting
and more deck space and
topside volumes. By including
Following
the Design
Development
Agreement (DDA) phase,
production has begun
on the first MT30
for the Type 26
programme
displacement
is around
6,000 tonnes,
with a range
of some
7,000 nautical
miles and the
ability to land
helicopters on deck.
The first vessel is due to
enter service in the early 2020s
and the Type 26 class will remain in
service into the middle of this century
and beyond. The class will be powered
by Rolls-Royce.
The MT30 is derived from Rolls-Royce
Trent aero engine technology and
builds on more than 45 million hours of
operating experience and high reliability.
Producing 36MW to 40MW, it is the
growth potential in system
design, the vessels top speed
can be maintained, while at the
same time releasing the ship’s
electrical capacity to support
additional electrical demand.
Three navies have so far
specified a single-GT CODLOG
system solution. In 2012 the
MT30 was selected for the first
ship in a class of eight FFX Batch
2 frigates by the Republic of
Korea Navy. A single gas turbine
will be fitted alongside four
MTU 12V 4000 diesel generators.
LEFT: The Royal
Navy’s new Type 26
Global Combat Ship
will have a single-GT
CODLOG propulsion
arrangement with
a single MT30 gas
turbine and four
MTU diesel gensets.
BOTTOM: For Type 26
the MT30 will be rated
at 40MW giving the
class a top speed of
over 26 knots.
world’s most powerful in-service marine
gas turbine and has the highest power
density – a key factor in naval propulsion
where delivering a high power output in
a compact space is essential.
Initially built in separate modules on
the same build line as the Rolls-Royce
Trent aero engines in Derby, the MT30
is then assembled at the company’s
Bristol facility. The engines will then
undergo a rigorous test programme
before the first one is delivered to the
Type 26 programme in late 2016.
Earlier this year, Rolls-Royce installed
the first MT30 in the Royal Navy’s
second aircraft carrier HMS Prince of
Wales (see page 24). The MT30 is also in
service with the US Navy and has been
selected for the Republic of Korea
Navy’s latest frigate programme. AR
Testing of the first engine was
complete in 2014 and it has now
been shipped to HHI (Hyundai
Heavy Industries) for packaging.
This contract marks the first
for the MT30 at its 40MW rating.
For the Royal Navy’s Type 26
Global Combat Ship, mechanical,
all-electric and hybrid power
and propulsion options
were evaluated during the
programme’s assessment phase.
A single GT-CODOG hybrid
arrangement was ultimately
selected, a diesel-electric system
with MTU diesels and shaft
mounted propulsion motors for
cruise speeds, and a single boost
GT providing speeds of over 26
knots. Having spent many years
evaluating various options, BAE
systems and the MoD converged
on hybrid electric-mechanical
as the best balance between
performance, survivability and
affordability.
Therefore we see the MT30
with up to 40MW as offering
new choices for propulsion
configurations and selection.
13
T E C H N O LO G Y
POWERING A
FUTURE
FLEET
When the US Navy starts using its Ship-to-Shore Connector future fleet
hovercraft, the vessels will be powered by the Rolls-Royce MT7. The latest
marine gas turbine has successfully completed its 500-hour ABS certification
test milestone, with the first ship sets due to be delivered this year
An illustration of the US Navy’s
SSC, which will replace the
legacy fleet of LCAC craft.
IMAGE CREDIT TEXTRON
MARINE & LAND SYSTEMS
14
T
he MT7 marine gas
turbine, which will power
the US Navy’s future
hovercraft known as the
Ship-to-Shore Connector
(SSC), is nearing
completion of a series of gruelling
certification tests and is undergoing
preparations for the delivery of the
first shipset to Textron Marine and
Land Systems later this year.
Leading the battery of tests
conducted by the Indianapolisbased Experimental Test Team, with
support from the SSC Engineering
Development Team, was the
500-hour ABS (American Bureau of
Shipping) endurance test.
This test completion supports
the USN Milestone C for craft
production readiness. The successful
completion of this endurance test
has been achieved and is a prelude
for the last few requirements of ABS
NVR (Naval Vessel Rules) engine
certification, as well as on time
customer delivery.
Following the major ABS
endurance test, a post-performance
assessment was performed, which
measured engine power, fuel
consumption and other performance
criteria during the 500-hour run. The
MT7 has successfully passed these
post-performance assessments and
is conducting a final teardown and
inspection, which is in progress
at time of print and should be
completed in September.
At that time, the MT7 engine
programme will then quickly
move into a limited-rate initial
production schedule over the
next couple of years, with the
first ship sets of MT7s planned for
delivery to Textron later this year.
After that, they will be integrated
into the craft and go through
commissioning at some point late
next year or in early 2017.
The MT7 marine gas turbine is
derived from the AE1107, which is
in service on board the V-22 Osprey
tilt rotor aircraft as used by the US
Marine Corps. Both engine types
share an identical core, which will
benefit spares and servicing efforts
to ships that will operate both the
V-22s and the SSC.
The engine will provide both
COURTESY OF US NAVY
propulsion and lift and will
deliver an increase in power
of 25 per cent, compared
to the previous generation
engines. At the same time, fuel
efficiency will be improved by 11 per
cent. Weighing 441kg, it is the most
power dense engine in its class.
MT7 is also well suited to other
naval applications, providing
increased flexibility in terms of
propulsion systems layout and
can be configured for either
mechanical or electrical drive.
The SSC
Four Rolls-Royce MT7 marine gas
turbines will power each of the SSC
hovercraft, which the US Navy plans to
operate over the next several decades.
The SSC will have a speed
of more than 35 knots and an
TOP: The MT7 is
derived from
the AE1107
that powers the
V-22 Osprey tilt
rotor aircraft.
ABOVE: The MT7
has now completed
its 500-hour ABS
certification test
milestone, moving the
programme closer to
scaled production and
customer delivery.
BELOW: The US
Navy’s current fleet
of Landing Craft,
Air Cushion (LCAC)
hovercraft (shown)
will be replaced by
the SSC programme.
COURTESY OF US NAVY
increased capacity over
its predecessor, the
Landing Craft Air Cushion
(LCAC), to better cope with
the increasing weight of the
equipment being used by the US
Army and Marine Corps.
Like the LCAC, the SSC will be
used by the Navy and Marine Corps
to perform a broad spectrum
of missions, from humanitarian
assistance and disaster response
to multi-dimensional amphibious
assault, according to the US Naval
Sea Systems Command. They will
be used primarily to haul vehicles,
heavy equipment, and supplies from
amphibious ships to the beach.
The new air cushion vehicles,
offering increased reliability and
availability, are designed for a 30year service life. They will use more
corrosion-resistant aluminium in the
hull than the current LCAC, as well as
composites in the propeller shroud
assembly and shafting to increase
craft availability and lower life-cycle
maintenance costs.
These craft will also incorporate
an advanced skirt, a pilot/co-pilot
arrangement, a cargo deck to
accommodate a 74 short tonne
payload (up to M1A1 Tank) and
the more powerful, fuel-efficient
Rolls-Royce MT7 engines. JW
FIND OUT MORE
[email protected]
15
T E C H N O LO G Y
tugs
Technology for
Fairplay Towage has taken
one of the first IMO Tier III
certified MTU diesel
gensets into service on
the innovative Fairplay XI
BELOW: The new
MTU-powered harbour
tug Fairplay XI was
officially named in
Rotterdam in July.
Digital
To hear more about
the benefits of the
MTU engines from
Nadine Buhmann,
download the
free In-depth app
from iTunes or
Googleplay
16
T
SCR at
a glance
he Fairplay XI, a new
harbour tug that features
diesel gensets certified to
IMO Tier III, was officially
named in Rotterdam in July.
Fairplay specified the new
tug should be powerful, agile,
environmentally friendly and cost
efficient. Powered by MTU Series
4000 engines featuring an SCR
exhaust aftertreatment system,
these diesel gensets are some
of the first gensets in the world
certified as complying with IMO
Tier III emission levels, which come
into force in 2016.
Rolls-Royce delivered the two
MTU 16V 4000 M63L main propulsion
engines, each delivering 2,000kW,
one Series 4000 M23F 16-cylinder
diesel genset rated at 1,520kW and
the MTU-developed SCR system.
The exhaust aftertreatment
system featuring selective catalytic
reduction technology is combined
with the diesel genset.
As with modern commercial
vehicle SRC systems, an aqueous
urea solution reacts with the
nitrogen oxides (NOx) in the exhaust
gas to neutralise them.
“We are proud of being able to
demonstrate the capabilities of this
pre-series, space-saving solution
to our client in the course of these
trials,” says Nadine Buhmann, Head of
Marine & Offshore Business at MTU.
With trials in the Fairplay tug
scheduled to last some 10,000 hours,
MTU is advancing its series solution
for IMO Tier III marine engines.
As of 2016, new vessels operating
in the so-called Emission Control
Areas off the North American coast
and in the Caribbean must comply
with the NOx limits defined by the
IMO Tier III emission level of the
International Maritime Organisation’s
MARPOL Annex VI regulations.
Compared with the Tier II level, NOx
emissions are reduced from eight to
two grams per kW/h.
The Fairplay shipping company
can be seen as taking a pioneering
role in trialling high-speed diesel
engines featuring SCR technology to
meet the requirements of IMO Tier III.
“We’re eager to gather experience
in this field at an early stage to
ABOVE TOP: Rolls-Royce
supplied the two MTU
16V 4000 M63L main
propulsion engines,
each delivering 2,000
kW, one Series 4000
M23F 16-cylinder diesel
genset with 1,520 kW
and the MTU-developed
SCR system.
ABOVE: Dr Holger
Sinzenich (right) and Dr
Daniel Chatterjee (left)
of MTU present the
Engine International Air
Pollution Prevention
Certificate to Fairplay
CEO Walter Collet at the
naming of Fairplay XI.
Selective Catalytic Reduction
(SCR) is one of the most fuelefficient diesel engine emissions
control technologies. It is used
to describe a chemical reaction
in which harmful nitrogen
oxides (NOx) in the exhaust
gas are converted into water
(H2O) and nitrogen (N2) vapour,
through the use of a reducing
agent as the catalyst.
In the catalytic converter the
reducing agent is continually
injected into the exhaust flow
using a metering module. It
initially reacts with the gas flow
to produce ammonia and very
small amounts of carbon dioxide
(CO2). The chemical compound
reacts with the NOx to convert
the pollutants into nitrogen gas
and water vapour. The non-toxic
and odourless reducing agent
is widely used in commercial
vehicle applications and has
been available throughout
Europe since 2004 and in the
US since 2010. It is marketed in
Europe under the trade name
‘Ad Blue’. It consists of a 32.5
per cent solution of extra pure
grade urea in de-ionized water.
An SRC system removes
almost 90 per cent of the
NOx produced during the
combustion process from
the exhaust gas.
ensure we have the most efficient
system up and running when IMO
Tier III comes into force in Europe,”
explains Walter Collet, Managing
Director at Fairplay. “MTU assisted
us with extraordinary cooperation
and engineering to get this
project going.”
Built by the Spanish shipbuilder
Astilleros Armon Navia Shipyards, the
new Fairplay tug has a bollard pull of
some 90 tonnes with a total installed
power of 5,680kW.
Significantly reduced NOx
emissions were recorded during trials
on the delivery voyage between
Spain and Holland – 81 per cent
below the values currently required
by IMO Tier II emission regulations.
The 30m tractor tug features
a combined diesel-mechanical
and diesel-electrical propulsion
arrangement.
The diesel-electric propulsion
system is primarily used when
manoeuvring in and out of port
at speeds up to ten knots, with
the two main engines cutting in
for mechanical propulsion when
maximum bollard pull is required.
For around 50 per cent of its
operational time the tug uses
electric propulsion.
The SCR system minimises
emissions for environmentally
compatible operation in
metropolitan areas.
Headquartered in Hamburg,
Germany, Fairplay Towage is one of
Europe’s leading tugboat operators,
with 40 vessels in service around
the continent.
Additional technology
Emission regulations and life-cyclecosts are the most important factors
that influence customer choice and
specification in the tug market. As well
as SCR exhaust gas treatment systems,
MTU supplies high-speed gas engines
and hybrid E-Drive systems.
Damen Shipyards, MTU and
Denmark’s SVITZER have teamed up
to bring the first ever compressed
natural gas (CNG) tug to the market.
It combines high power with lower
fuel costs and a substantial reduction
in emissions. The official launch of
the new eco-friendly tug is planned
for 2016. SR
17
T E C H N O LO G Y
Digital
To find out more
about the work
going on at the
UTCs, download the
digital edition of
In-depth, available
free on iTunes and
Googleplay
A wave foil propulsion
project taking place at
NTNU’s Towing Tank
facility at Tyholt.
Researching the
FUTURE
Academic establishments play a major role in
Rolls-Royce research and development. Part of
the R&D budget is used to support research at
universities worldwide. The Rolls-Royce University
Technology Centre for Performance in a Seaway is at
the Norwegian University of Science and Technology
U
niversity Technology Centres (UTCs) are at
the heart of the Rolls-Royce approach to
developing technology to deliver its vision
and secure a competitive advantage. The
UTC model has been developed over two
decades. Rolls-Royce has established 31
UTC partnerships around the world as part of its £1bn plus
annual research and development budget. Funding is
provided through rolling five-year contracts, which enable
UTC teams to take a long-term strategic view of how to
achieve specified research programme targets set with
Rolls-Royce.
Each UTC is led by a senior academic with a global
reputation. At the Norwegian University of Science
and Technology (NTNU) in Trondheim, Norway, this is
Professor Sverre Steen, who heads an academic team of
seven researchers and four PhD candidates. Depending
on the number of ongoing projects, Rolls-Royce provides
18
GLOBAL REPUTATION
Professor Sverre
Steen heads a team
of researchers and
PhD candidates at the
Norwegian University
of Science and
Technology.
part of the centre’s funding. The partnership also receives
support from the Research Council of Norway and other
industrial sponsors. Marintek provides applied research,
software development, simulation and model tests.
Ten years of success
The NTNU collaboration celebrated its tenth anniversary in
May. The NTNU UTC is the only one of its kind in Norway
and one of two in the Nordic region. Speaking at the
anniversary celebration, Ric Parker, Director of Research &
Technology, praised the Trondheim UTC for its “significant
contribution to our understanding of the behaviour of
ships and propulsion systems in extreme sea conditions,
feeding into our award-winning designs”.
The UTC’s research looks at three specific areas. The first
looks at the impact on the propulsion system of changing
sea states. Such changes impose larger loads and extreme
load variations throughout the propulsion system.
The Institute’s EU-funded HyDynPro project, in which
Rolls-Royce has participated, is one such exploration.
Offshore vessels and rigs tend to operate in extreme
environments, including large waves and ice. The azimuth
thrusters that power them are then subject to large loads
and extreme load variations.
Previous research investigated the hydrodynamic
loads on the propellers in such extreme wave conditions.
However, to understand the loads in the drive train, for
instance in the lower bevel gear, the dynamic response of
the drive train to these extreme load variations has to be
taken into account. In HyDynPro, this is done by means of a
Multi-Body Simulation Model.
The UTC is also working with Rolls-Royce to test two
permanent magnet azimuth thrusters on its research ship
Gunnerus. (See the last issue of In-depth).
A second area of research is exploring energy saving
technology, harnessing wind and wave power to minimise
shipping’s environmental impact.
One project is looking at wave foil propulsion. This uses
the relative vertical motion between ship and water to
“COMPANIES NOT ONLY
CONTRIBUTE FUNDS, BUT
ALSO TAKE PART IN RESEARCH,
WHICH HAS THE POTENTIAL
FOR COMMERCIALISATION”
create forward momentum while reducing resistance. The
system works by attaching two wings, one either side of
the bow of the vessel. As waves strike, they cause the bow
to move and create relative vertical velocities between the
fins and the water. This captures the energy from the wave
and moves the ship forward in much the same way as the
tail of a whale propels it through the water.
The concept is currently being tested at NTNU’s Towing
Tank at Tyholt. Built in 1939, the 260m-long tank has tested
more than 3,000 ship models and 1,250 propellers, giving
the University a wealth of experience and data.
The third area of research work is developing software
and simulation tools to model hydrodynamic performance
of the hull and propellers. The UTC has played a role
in the development of an advanced suite of ship
performance prediction tools, named ‘ShipX’, and has
been instrumental in the development of a modular
time-domain simulation tool for ships manoeuvring
in calm water and in waves, ‘Vesim’. This has given
Rolls-Royce ship designers the ability to undertake
complex hydrodynamic calculations as they develop their
designs, which allows multiple design iterations in the
search for the best design to meet the customer’s needs.
In Professor Steen’s view, the Trondheim UTC is “a good
example of how R&D contributes to the development
of strong business clusters through a very close
collaboration between industry and academia. Companies
not only contribute funds, but also take part in research,
which is both important and has the potential for
commercialisation.” SK
FIND OUT MORE
[email protected]
Detailed hydrodynamic modelling is required
for a custom-made blade solution.
Perfecting naval
propulsors
BELOW: Rolls-Royce
provides funding to
Norwegian University
of Science and
Technology (NTNU).
Designing naval ship propulsion systems is particularly
challenging. Navies require the optimum blend of
efficiency, low noise and vibration, and strength. This
in turn requires detailed hydrodynamic modelling and
usually results in a custom-made blade solution for
every ship.
The Rolls-Royce Hydrodynamic Research
Centre (RRHRC) in Sweden played a key role in the
development of the propellers for the QE class aircraft
carriers. Following design calculations, the “final design”
was tested in the cavitation tunnel using a 220mm dia.
scale propeller on a hull with all appendages. Cavitation
was shown to be very limited. No erosion cavitation was
observed under any of the conditions tested.
Hydrodynamic optimisation of the initial semi-spade
rudder design was also carried out.
In comparison, waterjet design is more
straightforward. The interaction between the hull and
the waterjet is the most important element, where
optimisation can represent potential efficiency gains of
up to ten per cent for a 35-knot vessel.
The RRHRC has combined computational fluid
dynamics (CFD) with experimental testing to optimise
trim angle to take into account the effect of the
waterjets and has modelled transom flow and jet
effect. Noise was reduced by varying inflow conditions
to the waterjet pump, modifying the rotor/stator
interaction and reducing the type and behaviour
of impeller cavitation. A mix of CFD and model test
analysis helped Rolls-Royce develop the waterjet
designs for the Lockheed Martin variant of the US
Littoral Combat Ship – giving more cavitation-free
performance for their size and power.
Göran Grunditz, Manager of the RRHRC, describes
the Centre’s cavitation tunnel as “the best tool we have
today to accurately simulate cavitation. We also have
the strength to combine both computational and
experimental fluid dynamics to develop new products.”
19
T E C H N O LO G Y
LNG
WORLD’S LONGEST
VOYAGE ON
W
Digital
To see a video of
the Nor Lines
LNG-powered
vessel Kvitbøjrn,
download the
In-depth app
from iTunes or
Googleplay
hen Kvitbjørn
completed
its journey to
Norway from
Tsuji Heavy
Industries
shipyard in Jiangsu, China, it marked
the longest voyage ever undertaken
by a vessel running solely on LNG.
The 5,000dwt 112m-long short sea
cargo vessel, built to Rolls-Royce’s
award-winning Environship concept,
sailed via Singapore and only bunkered
LNG twice, in Cochin, India, and
Cartagena, Spain.
The journey was completed in
Bergen at the end of March, with the
total distance covered roughly 13,000
nautical miles.
Tor Arne Borge, Nor Lines, CEO,
said: “The success of the voyage
from Asia to Europe on LNG not
only confirms the energy-saving and
emissions-reduction attributes of the
pure-gas engine from Rolls-Royce, but
also provides evidence to owners of
larger tonnage that LNG is not just for
short sea coastal ships. The Environship
concept with the Bergen engine has
exceeded all our expectations.”
The Environship, which can be
adapted for different ship types,
incorporates a range of Rolls-Royce
A Rolls-Royce Bergen pure-gas engine
has propelled Nor Lines’ latest vessel
Kvitbjørn into the history books by
becoming the world’s first vessel to
operate between Asia and Europe solely
on LNG as the ship’s bunker fuel
TOP LEFT: Nor Lines’
Kvitbjørn travelled
roughly 13,000
nautical miles running
solely on LNG.
BOTTOM LEFT:
The engine room
onboard the Kvitbjørn.
technologies to deliver efficiency
savings for ship owners. These include
a Bergen gas engine fuelled by LNG,
the Promas integrated rudder and
propeller, a hybrid shaft generator
(HSG) to optimise electrical power
generation and propulsion system
efficiency, together with the patented
wave-piercing hull design. These
combined technologies that make
up the Environship concept reduce
CO2 emissions by up to 40 per cent
compared to similar diesel-powered
vessels, dependent on the operational
profile.
“The realisation of Kvitbjørn is a
significant milestone as the shipping
industry transitions from diesel fuel
to LNG,” says Oscar Kallerdahl, Sales
Manager, LNG Systems. “It is important
to note that the Bergen B35:40 9PG
engine that powers the vessel is not a
dual-fuel engine. A pure-gas engine
with mechanical drive to the propeller
“THE SUCCESS OF THE VOYAGE ON LNG
CONFIRMS THE ENERGY-SAVING AND
EMISSIONS-REDUCTION ATTRIBUTES OF THE
PURE-GAS ENGINES FROM ROLLS-ROYCE”
21
››
T E C H N O LO G Y
First gas tug
IN CHINA
China National Offshore Oil Corporation (CNOOC) has taken delivery of Hai Yang Shi You
525, Asia’s first tug designed to operate exclusively on LNG as a fuel
LNG BUNKER STATIONS
››
is the most effective configuration
for keeping emissions and fuel
consumption low.”
This arrangement is coupled with
the HSG for electric power take in/out
(PTI/PTO) which ensures flexibility and
redundancy, as the shaft generator
also acts as an electric motor. The
ship’s auxiliary gensets are diesels
so propulsion is not dependent
on LNG availability. The HSG and
active front end (AFE) system means
electrical power at the right voltage
and frequency is supplied from the
main engine at a variable and low shaft
rpm, which means there is a reduced
need to run the auxiliary gensets.
Nor Lines handles mixed cargoes,
with containers carried on the weather
deck along with deck cargoes such
as offshore construction equipment.
Trailers can be carried on the same
deck under the forward superstructure.
As Nor Lines has a fuel supply
ABOVE: LNG was only
bunkered twice on the
13,000 nautical mile
voyage, at Cochin,
India and Cartagena,
Spain.
“A PURE-GAS ENGINE
WITH MECHANICAL DRIVE
IS THE MOST EFFECTIVE
CONFIGURATION FOR
KEEPING EMISSIONS AND
FUEL CONSUMPTION LOW”
22
contract with Norwegian supplier
Skangas, the vessels will primarily
bunker LNG at the new Stavanger
Risavika terminal.
The entry into service of Kvitbjørn,
and later this year her sister Kvitnos,
provides the Nor Lines roro service
between the north German port of
Cuxhaven and Norway. It connects the
Oslo fjord to ports on the west coast
like Bergen, Ålesund and Trondheim,
and includes Norway’s most northern
mainland city, Hammerfest, a return
journey of over 2,500 nautical miles.
As In-depth went to press,
Kvitnos had successfully completed
its delivery. CT
Hai Yang Shi You 525 and her soon-to-be delivered sister
were built by the Zhenjiang Shipyard for CNOOC. They
feature a propulsion package based on two Rolls-Royce
Bergen C26:33L9PG engines rated at 2,430kW each driving
a Rolls-Royce US 255 CP azimuth thruster, with a propeller
diameter of 2,800mm. The tugs are 40.8m long with a
beam of 11.6m and are designed for a bollard pull of 78
tonnes. During sea trials both bollard pull and speed
exceeded expectations.
The collaborative efforts and co-operation between
Rolls-Royce, CNOOC, Zhenjiang shipyard, and Bestway
Marine Engineering Design contributed to the successful
delivery.
“We have worked with Rolls-Royce for more than twenty
years and are a regular user of Rolls-Royce thrusters,” says
Guo Yan, Managing Director, Zhenjiang Shipyard. “The
successful delivery of China’s first LNG powered tug is a
very meaningful milestone for us.”
Both tugs will operate at the CNOOC Hainan LNG
terminal in the Hainan province, China. Their primary role
will be assisting the safe berthing of large LNG carriers.
The Hainan LNG project covers an area of 57.2 hectares
and comprises the LNG receiving terminal, port terminal
and gas pipeline. Total investment is 6.5 billion yuan and
operation started in August 2014. The LNG terminal has an
annual capacity of 3 million tons of LNG.
“We are proud to be powering Asia’s first gas-powered
tug so shortly after delivering Borgøy, the world’s first
LNG-powered tug, to Norwegian owner Buksèr og
Berging last year,” said Richard Wang, Senior Vice President
– Commercial Marine.
“The entry into service of Hai Yang Shi You 525 marks
a new era for tugboat propulsion technology in China.
As the country’s shipbuilding industry shifts focus from
standard designs to more sophisticated tonnage, more
owners and operators will see the benefit of using
ABOVE: From left,
Richard Wang, Senior
Vice President –
Commercial Marine;
Guo Yan, Managing
Director, Zhenjiang
Shipyard and senior
representatives from
CNOOC at the on
board visit to Hai Yang
Shi You 525.
“THE ENTRY INTO SERVICE
OF HAI YANG SHI YOU 525
MARKS A NEW ERA FOR
TUGBOAT PROPULSION
TECHNOLOGY IN CHINA”
cleaner, more efficient fuelling solutions for their vessels.”
“With CNOOC as the visionary pioneer of these two
LNG tugs, and government air quality goals I believe other
operators will consider choosing LNG as the main fuel for
their vessels,” said Yu Hua, Deputy CTO, General Manager
of Oil Production Services Co., CNOOC Energy.
The decision to operate on LNG follows the Chinese
government’s 2011 plan to strengthen its maritime
base with the manufacture of high-end, ecologicallyefficient ships and technology.
FIND OUT MORE
[email protected]
23
POWER AND
PRECISION
CUSTOMER FOCUS
When the first Rolls-Royce MT30 gas turbine was successfully
installed into the Royal Navy’s second aircraft carrier HMS Prince
of Wales in March, it marked the completion of another successful
milestone for the Queen Elizabeth Class (QEC) programme
DELIVERED
The two Kamewa
adjustable bolted
propellers for HMS
Prince of Wales were
delivered in June.
BELOW: Once
completed, the HMS
Queen Elizabeth and
HMS Prince of Wales
will be backbone of the
Royal Navy’s capability
for decades to come.
COURTESY OF AIRCRAFT CARRIER ALLIANCE
24
T
he QEC programme
involves the design,
construction, integration,
commissioning and test
of two 65,000-tonne
aircraft carriers, HMS Queen
Elizabeth and HMS Prince of Wales, for
the Royal Navy.
The programme is being delivered
by the Aircraft Carrier Alliance (ACA),
an agreement between industry –
BAE Systems, Babcock and Thales UK –
and the Ministry of Defence (acting as
both partner and client). Rolls-Royce is
part of the Power and Propulsion SubAlliance that has overall responsibility
for delivery of the entire power and
propulsion system, along with GE,
Thales and L-3.
At 36MW, the MT30 is the world’s
most power-dense marine gas turbine,
a key feature for naval ships where
high power in the minimum space
is essential. Two MT30s will power
each carrier, delivering around
two thirds of the electrical power
generated onboard.
The MT30 and GE alternator, which
make up each gas turbine alternator
(GTA), together weigh 120 tonnes.
The installation involves the lifting of
the MT30 gas turbine and associated
ancillary equipment – housed in a steel
package known as the gas turbine
enclosure – onto the ship structure.
With the enclosure in place, the large
alternator is then hoisted into position
and fixed in place.
Once operational, the two GTAs and
four diesel generators will supply highvoltage power to the four propulsion
motors, as well as the 13 ship service
transformers. These transformers
distribute low-voltage power to the
weapons systems, mission systems
equipment and navigation systems,
as well as power to the hotel services
required to run the ships.
At the end of June, HMS Queen
Elizabeth’s diesel generators were fired
up for the first time, bringing the ship
to life. The first run of the MT30 GTAs is
scheduled for Q3 2015.
Continuous improvement
The installation of the first GTA on HMS
Prince of Wales took place in one day
at Babcock’s Rosyth shipyard in
Scotland, halving the time taken to
install the units into first of class,
HMS Queen Elizabeth.
“Installation of the first GTA on HMS
Prince of Wales was very significant,
because it demonstrated to the wider
stakeholder community that we were
determined to continuously improve
The installation of the
on what had been done
of the HMS Prince of
on HMS Queen Elizabeth,”
Wales, has already been
first MT30 gas turbine
said Jim Bennett, Power
delivered to Rosyth,
on HMS Prince of Wales
& Propulsion Director for
and is scheduled to
took place in one day, half be fitted at the
the ACA. “So not only was
the GTA installed earlier
beginning of 2016.
the time it took on HMS
in the build, it was also
The two 6.7m-diameter
Queen Elizabeth
installed in half the time.
adjustable bolted
The key challenge for the
propellers that will propel
Sub-Alliance was to ensure that
the ship passed factory
everything was ready in time for the
acceptance tests at the Rolls-Royce
narrow window in
factory in Sweden in June. Their
the weather to allow the ‘heavy
delivery completed the Rolls-Royce
lift team’ to lift the GTA on-board
equipment supply to the shipyard.
with precision.”
Don Roussinos, Rolls-Royce,
“The successful achievement of
President – Naval, said: “These aircraft
installing the GTA is symbolic of the
carriers will be the backbone of the
progress we are making with the
Royal Navy’s capability for decades to
build of the second QEC carrier,”
come and we’re proud to be working
said Angus Holt, Delivery Director,
alongside such a strong team in the
HMS Prince of Wales. “To have
Power & Propulsion Sub-Alliance, as
successfully lifted the most
these highly capable ships get closer
powerful engine in the Royal Navy
to entering service.
onto the biggest ship ever built for
“We installed our very first marine gas
the Royal Navy, using one of the
turbine more than 60 years ago, and
biggest capacity gantry cranes
are delighted to continue that long and
in Europe, is an important event
proud history of delivering advanced
in the construction HMS Prince
marine gas turbine and propulsion
of Wales. Everyone involved
technology to the Royal Navy.”
should take huge pride in
The MT30 has also been selected
their contribution to this
to power the Royal Navy’s new
national endeavour.”
Type 26 frigates, and major naval
LEFT: Angus Holt,
The second GTA,
programmes for the US and Republic
Delivery Director,
HMS Prince of Wales.
located in the aft section
of Korea navies. RG
25
U P D AT E S
500m
WITH
STEEL WIRE
120kg
PER METER
3,500m
420 tonnes
(in air)
Wire and chains
practically stop
at 2,000m
FIBRE
ABOVE: The subsea
module handling
system and fibre
rope system from
Rolls-Royce has proven
to be more productive
than any other
solution.
W
hen Rolls-Royce
signed a contract
to supply its
complete subsea
module handling
system to the
Aker Wayfarer, it continued the longstanding co-operation between
the same partners, with a similar
system responsible for more than
600 operations carried out offshore
Brazil in the last five years.
Rolls-Royce installed the module
handling system onboard the AKOFS
Offshore-operated subsea support
vessel Skandi Santos in 2009. It has
now been on contract with Petrobras
for five years, installing and retrieving
subsea xmas trees and modules in
depths up to 2,200 metres.
26
Between 2010 and 2014, several
hundred operations were completed
using the fibre rope system, a far
higher level of productivity than any
other solution. In 2014, the number
of installations of this type made by
Skandi Santos increased from 28 per
4,000m
IMPOSSIBLE
500m
WITH
FIBRE ROPE
1000m
10kg
PER METER
1500m
3,500m
35 tonnes
(in air)
2000m
500m
1000m
1500m
2000m
2500m
3,500m
0 tonnes
(in water)
2500m
3000m
...EVEN
10,000m
3000m
3500m
3500m
4000m
4000m
Fibre rope
goes the distance
GOING DEEPER WITH
The supply of a complete module handling
system for the AKOFS Offshore-operated subsea
construction vessel Aker Wayfarer marks the next
step in deepwater operations using fibre ropes
3,500m
370 tonnes
(in water)
500m
LEFT: The active heave
compensated CTCU
that handles the fibre
rope is integrated
with the module
handling tower.
cent to 44 per cent of Petrobras’s
total. It found the vessel to be one of
the most efficient and reliable in its
fleet, reducing installation time by 50
per cent, with 98 per cent availability.
The work can be done with a subsea
equipment support vessel such as
Skandi Santos equipped with the
Rolls-Royce module handling and
fibre rope system, with the time
saved approximately ten days, worth
about US$5m (£3.2m) per well.
The handling system is key to
this. A typical subsea xmas tree is
made up of a number of elements
for the safety and control of the well.
Before the complete tree can be
lowered and mated with the well,
two or three heavy sections have to
be assembled into a vertical stack,
weighing 60-80 tonnes. Sections
are secured until needed to pallets
on skidways on the aft deck. Then a
section on its pallet is shifted along
or across the deck and placed in one
side bay of the tower. A winch and
cursor allows it to be hoisted and
the next module moved in. With a
similar station on the other side of
the tower, two trees can be built up
and tested simultaneously.
Once ready for installation, the
completed stack is moved over the
moonpool. The tree is then lowered
with the fibre rope deployment
system (FRDS), based on the
Rolls-Royce-patented Cable Traction
Control Unit (CTCU) technology,
and guided by the main cursor
system until clear of the ship. Then
the FRDS deploys it safely to the
seabed, where mating of xmas tree
and well is carried out in active heave
compensation mode, assisted and
supervised by remote operated
vehicles (ROVs). Skandi Santos
manoeuvres using its dynamic
positioning system and the subsea
orientation equipment system
(SOES) to ensure the tree lands
precisely and at the correct heading.
FRDS comprises eight individually
driven and controlled sheaves that
work together, increasing the pull
on the rope at each sheave, to give
a final pull of five to 125 tonnes,
depending on the frame size. The
CTCU is a traction winch and is
LEFT: The tower
and its integrated
equipment is normally
customised to the
vessel or application.
synchronised with a storage reel with
capacity suited to the water depth.
With fibre rope neutrally buoyant,
there is no intrinsic limit (see graphic
above). The capacity of the Aker
Wayfarer system is 7,000m of 88mm
diameter rope.
Petrobras has renewed its charter
agreement with AKOFS Offshore
for Skandi Santos. Aker Wayfarer will
be deployed on a five-year charter,
carrying out subsea intervention
services offshore Brazil. RW
FIND OUT MORE
[email protected]
The benefits
of fibre rope
Traditional steel wire rope
becomes less and less attractive
as water depth increases. The
prime reason is the weight of
the wire itself. The high specific
gravity of steel means that as the
wire is paid out, its own weight
in water becomes a significant
part of the load on the winch. At
a depth of 3,000 metres, the wire
accounts for about half the load,
leaving a limited useful payload
compared with the rope diameter.
By its very nature, synthetic
fibre rope avoids this limitation.
The chosen fibre material has a
specific gravity close to that of
water, so its hanging weight is
negligible, it is light to transport
and its full strength is available for
handling payload.
A mixture of synthetic polymer
fibre types, a typical braided
rope construction, is used to
give the desired combination
of strength, elasticity, bending
fatigue resistance and friction.
The used rope is known as BOB
– braid optimised for bending.
This construction provides a rope
that can repeatedly be taken over
sheaves, and it has no tendency
to twist.
Subsea cranes are now available
with fibre rope technology.
RIGHT: A typical
fibre rope with
a 12x12 BOB
construction.
“THE FIBRE ROPE SYSTEM PROVIDES
A HIGHER LEVEL OF PRODUCTIVITY
THAN ANY OTHER SOLUTION”
27
U P D AT E S
Ready for the
BIGGEST LIFTS
W
hen the platform installation/
decommissioning and pipelay
vessel Pieter Schelte was renamed
Pioneering Spirit this year, offshore
company Allseas said the new title
was much more representative of
the technical innovation behind
what is the largest twin-hulled vessel built to date.
Daewoo Shipbuilding & Marine Engineering’s (DSME)
Okpo yard delivered the vessel in November 2014 for
installation of topside lifting systems in Alexiahaven, the
inner lake of Rotterdam’s Maasvlakte 2 industrial complex,
30 years since the project was first mooted by Allseas.
The Switzerland-based subsea construction specialist
unveiled a design based on two VLCCs in 1987. New
designs followed in 1999, but it wasn’t until 2008 – when
the shipping industry was just beginning to feel the effects
of a free-falling global economy – that Edward Heerema,
the chairman of Allseas Group, was ready with a basic
design that DSME would subsequently build.
28
When Rolls-Royce received the order to supply
12 large azimuth thruster systems to Allseas, the
contract was the largest propulsion order for a
single vessel in the company’s history. The vessel,
Pioneering Spirit, is now going into service
BELOW: Pioneering
Spirit is the largest
twin-hulled vessel
ever built, with a
displacement at
full load of nearly
900,000 tonnes.
IMAGE CREDIT: ALLSEAS
The following year, Finnish naval architect Deltamarin
advanced the detailed design as part of a contract that
included naval architecture, structural engineering,
accommodation and system engineering.
The 382m-long, 124m-wide vessel has a displacement
at full load of nearly 900,000 tonnes. With its tilting beams
and unprecedented lift capacity, it is capable of removing
topsides weighing up to 48,000 tonnes and installing
25,000-tonne jackets in a single lift, significantly reducing
the amount of work involved in platform installation and
decommissioning.
Usually, the removal of a jacket – the substructure of a
platform – would mean cutting it up into smaller sections
before being lifted on to a vessel. But since the jacket
can remain intact, it can be reused for new projects. The
capability to lift 48,000 tonnes of topsides offers the same
benefits to other components, as larger sections can be
installed or removed in one piece for reuse.
The vessel, specifically built for the removal of the 470
ageing oil and gas platforms in the North Sea – a market
that analysts believe to be worth £47.5 billion over the
next 30 years – features a slotted bow to aid the lifting of
topsides using two sets of four horizontal lifting beams.
As it approaches the platform, the vessel manoeuvres so
the rig slots between the vessel’s twin hulls. Lifting beams
extend out underneath the rig, securing the structure
with a hydraulic, motion-compensating clamping system,
before raising the topsides off its jacket. In the case of
gravity-based platforms, special purpose strong points are
mounted to the underside of the topsides to facilitate the
lift-off operation.
According to Allseas, because the lifting procedure is
displacement driven and ample lift capacity is provided,
the system does not require accurate knowledge of the
platform weight or where the centre of gravity is located.
Subsea jackets can also be removed without having
to offload topsides from the vessel. Once the topsides
are secure, Pioneering Spirit manoeuvres to approach
the jacket legs astern, raising its two tilting lift beams to
resemble the heavy lift arrangement of a sheerleg barge.
Cables are attached to the metal frame, after which the
jacket is hoisted on to the vessel’s working deck in a single
lift, avoiding the need for cutting work. For platform
installation, these procedures are simply reversed.
Although the vessel has been built to tap the potentially
lucrative rig decommissioning market, its pipelay
equipment has been designed to install heavyweight
pipelines from shallow to ultra-deep water, pushing
tensioner capacity boundaries to 2,000 tonnes to surpass
Allseas’ Solitaire as the world’s largest pipelaying vessel.
Once lifted on to Pioneering Spirit by way of three
50-tonne transfer cranes, 12-metre pipe sections are fed
into a pipe storage area on the main deck or into one of
the double-joint plants in the main firing line. This area,
equipped with six welding and coating stations and a
non-destructive testing area, is where the pipe is held
under tension by four 500-tonne tensioners, before it is fed
out through the 170m-long stinger suspended in the slot
between the bow sections. The vessel has deck capacity
to carry 27,000 tonnes of pipe work with a maximum
diameter of 68 inches.
With a key aspect of vessel operations involving high
manoeuvrability capability in inclement environments,
Pioneering Spirit is diesel-electric and powered by eight
generator sets split between four engine rooms, and
one emergency genset that provide a combined output
of 95MW. The propulsion equipment comprises 12
Rolls-Royce UUC 455 underwater mountable azimuth
thrusters (plus one spare), each rated at 5,500kW. Each unit
produces a thrust of about 100 tonnes that can be used
for propulsion to provide a maximum speed of 14 knots
and the requisite DP3 capability for North Sea operations.
TOP: The shipset of
azimuth thrusters for
Pioneering Spirit being
loaded on the ship for
transport to the DSME
shipyard.
ABOVE: A graphic
representation of how
the Allseas vessel can
manoeuvre its twin
hulls to lift a rig.
Three thrusters are located under each bow, and six under
the stern – three to port and three to starboard. As the
number of UUC thrusters in service increases, Rolls-Royce
has established four specialist overhaul workshops around
the world that can take the largest thrusters.
“Our facilities need to be close to where our customers
are operating to support the periodic maintenance
required by class society rules,” explained Matti Randell,
Vice President, Marine Services Operations, Propulsion.
“In these facilities, the overhaul includes torque testing
with full quality and inspection documentation for class
requirements. Up to two thrusters can be overhauled at
the same time. We have also this year launched our UUC
thruster turnkey support programme, where we take full
responsibility for all aspects of the thruster exchange and
work to an agreed time frame to minimise any downtime.”
By the time Pioneering Spirit undergoes its first periodic
survey, a number of topsides will have been removed or
installed, the first of which will be the three topsides and
jackets from defunct Shell platforms in the Brent field,
186km north-east of Lerwick, Scotland.
Such is the potential market for the removal of
decommissioned rigs and the anticipated success of this
revolutionary vessel, Allseas has already mooted a larger
sister for Pioneering Spirit with a topside lift capacity of
72,000 tonnes. PW
29
FIRST WITH DP3
U P D AT E S
Far Sleipner, the advanced subsea and construction vessel
that is now part of the Farstad Shipping ASA fleet, is the
first to be equipped with the latest DP3 technology
and propulsion from Rolls-Royce
ABOVE: The DP3 system ensures the Far Sleipner can
maintain its position, even in unforeseen situations,
allowing for safe and efficient operations.
IMAGE COURTESY OF HARALD M VANDERHAUG
T
he recent commissioning of Far
Sleipner marked the first delivery
of a vessel equipped with the
latest generation DP3 dynamic
positioning system from
Rolls-Royce. Designed and built
by Vard (Vard 3 07 model), the vessel is also
equipped with Rolls-Royce bridge controls,
Bergen engines and propulsion equipment.
Børge Nakken, Farstad Shipping, Vice
President Technology & Development, said:
“The DP3 positioning system on board Far
Sleipner ensures that the vessel stays in
position, even in the event of an unforeseen
situation, for instance, if one out of two
separate machinery systems fails. This
enables the vessel to complete its task in a
safe and efficient manner.”
The main difference between a DP2 and
DP3 dynamic positioning system is related to
30
redundancy and tolerance for system
failure. All key components of the systems
are doubled up in a DP3 system. This
ensures that, for instance, neither a flooding
nor a fire in one part of the vessel will make
it lose position and require the operation
to be halted.
John Knudsen, Rolls-Royce, President
Commercial Marine, said: “It’s been a
privilege to work closely with both Farstad
and Vard on this project. We’ve walked
several paths together towards innovation
before, but this is probably one of the most
advanced projects we’ve worked on so
far. When all components in a ship system
must be able to function and be controlled
independently across fire zones, the
complexity of the automation and control
systems increases significantly.”
Rolls-Royce supplies complete systems
“THIS SOLUTION APPEARS
SIGNIFICANTLY BETTER
THAN COMPETING
SOLUTIONS, AND
THE QUALITY OF
THE INTERACTION
DESIGN IS HIGH”
bring the system physically closer
to the operator, enhancing both
performance and safety. Icon DP uses
the Rolls-Royce Common Controls
Platform system, architecture,
hardware and software.
Far Sleipner is the first of three
new subsea vessels to be delivered
to Farstad Shipping. It is primarily
designed for subsea construction
missions and can also perform IMR
(Inspection, Maintenance and Repair)
operations down to 3,000m water
depth. It has an overall length of
142.6m, beam of 25m and a deck
area of 1,800m². The vessel’s dieselelectric propulsion system comprises
four Bergen B32:40L9 engines
of 4,190kW, with two Azipull 120
azimuth thrusters rated at 2,500kW,
a CP propeller via a gearbox, and for
optimum manoeuvrability, a swingup TCNS 92/62 thruster and three
TT2650 tunnel thrusters with CP
propellers. Service speed is 14 knots.
As well as two deck cranes with
heave compensation, the vessel is
equipped with a Remote Operating
Vehicle (ROV) hangar and is arranged
for the simultaneous operation of
three ROVs through the moonpool
and over the side. Accommodation
is provided for 130 people in single
cabins. Following commissioning, Far
Sleipner went straight into a charter
arrangement with Technip.
Design excellence award
for Rolls-Royce
The Rolls-Royce Unified Bridge and
ABOVE AND BELOW:
Views of the Far
Sleipner bridge
that incorporates
the ergonomic Icon
DP3 system.
Icon DP have been recognised with
the Norwegian Design Council 2015
award for design excellence.
The awarding jury said: “In a
conservative business with many class
regulations, it is a challenging task
to develop innovative solutions for
user interfaces. This solution appears
significantly better than competing
solutions, and the quality of the
interaction design is high.
“The user interface is based on
modern navigational principles. The
work surfaces are layered, which
enable navigation on one surface,
and with the touch screen reduces
cognitive load for operators.” RW
FIND OUT MORE
[email protected]
that meet the positioning requirements
of many types of vessel that are equipped
with suitable propulsor/thrusters
arrangements, from simple systems through
to those meeting the strictest redundancy
arrangements, including DP2+ and DP3.
These DP systems are made up from two
main elements. One is the Icon DP control
system, which takes information from position
reference systems such as DGNSS and laser
radars, processes it and issues commands
to the propulsors and thrusters to move the
vessel to the desired position and heading.
Then it ensures the vessel is held accurately in
position despite the wind, waves and current
trying to drive it off station.
The other element is the Icon DP operator
station, the effective and functional interface
between the operator and the system. It is
designed to simplify DP operations and to
31
U P D AT E S
“THIS IS A FIRST OF-CLASS
SHIP AND BECAUSE OF THE
COMPLEXITY, INTEGRATION
TESTING IS EXTENSIVE”
UNDER TEST
The future USS Zumwalt
next-generation destroyer
entering the water. IMAGE
CREDIT: BATH IRON
WORKS/US NAVY
FUTURISTIC
ZUMWALT
A
fter entering the water
in October 2013, the
US Navy’s first DDG
1000 next-generation
multi-mission
destroyer, the future
USS Zumwalt, is gearing up for trials.
This is a first-of-class ship and because
of the complexity, integration testing
is extensive.
The future USS Zumwalt, and
each subsequent ship in the series,
will be powered by a pair of RollsRoyce MT30 main turbine generator
sets (MTGs) and two MT5S auxiliary
turbine generator sets (ATGs),
32
The contract to supply the US Navy with Rolls-Royce
gas turbine technology for its futuristic class of multi-mission
destroyers, the all-electric DDG 1000 Zumwalt class, has
entered its final phase. The first of class is in the water
and is well into execution of dockside testing at General
Dynamics Bath Iron Works’ Maine shipyard
packaged as the RR4500. The MTGs
provide 35.4MW each and the ATGs
3.9MW each, combining to deliver
78MW of total ship power.
The four turbine generator sets
provide increased operational
efficiency and flexibility to suit the
LEFT: The future
USS Zumwalt will be
powered by a pair of
Rolls-Royce MT30 main
turbine generator sets
and two MT5S auxiliary
turbine generator sets
(shown), packaged as
the RR4500.
mission’s power requirements, as
well as allowing reconfiguration
of power output under a range
of operating conditions for
greater survivability and reduced
detectability.
The vessel’s electric system is
configured as an Integrated Power
System (IPS), which allows for power
generated by the turbine generator
sets to be used for propulsion as well
as the ship’s weapons, sensors, and
on-board systems as the tactical
situation demands.
The MT30 is already at sea
powering the US Navy’s current and
future Freedom Class Littoral Combat
Ships (LCS), the USS Freedom (LCS 1)
and USS Fort Worth (LCS 3).
The Republic of Korea (ROK) Navy
will integrate the MT30 as part of
the CODLOG (Combined Diesel
eLectric Or Gas) hybrid propulsion
arrangement that will power the first
FFX batch II frigates, with the first
engine scheduled for delivery later
this year. Two MT30s will also power
the Royal Navy’s QE Class carriers
and a single unit the innovative new
Type 26 destroyer, through a hybrid
propulsion system that is being
designed around it. The Royal Navy’s
QE Class carriers also use integrated
electric propulsion.
The US Navy has incorporated
many new technologies into the
ship’s unique tumblehome hull. The
shape of the superstructure and
the arrangement of its antennas
significantly reduce the ship’s radar
cross section, making the ship less
visible to radar at sea.
The reliability and efficiency of
the IPS, in combination with the
ship control system, also allows for
optimal manning with a crew size of
147, and an aviation detachment of
28. Undersea warfare anti-submarine
technology is also part of the DDG
1000’s technical configuration.
Rolls-Royce is supplying the Multifunction Towed Array Handling
System (MTAH) that deploys the
Driving confidence
The recent delivery of the
two fixed pitch propellers to
Bath Iron Works marks the
completion of the power
and propulsion system
delivery from Rolls-Royce
for the first ship.
The five-bladed nickel
aluminium bronze
propellers that are being
fitted to the future USS
Zumwalt measure over 18
feet in diameter and weigh
nearly 60,000 pounds.
The production of the
unique pattern on the
propeller blades – designed
by NAVSEA – began in
2009. The propellers were
then cast and machined at
the Rolls-Royce facility in
Pascagoula, Mississippi, and
delivered in May 2015.
To support Bath Iron
Works and the Navy with
the timely delivery of the
ship, Rolls-Royce designed
and manufactured a set of
zero thrust propellers, which
will enable testing of the
anti-submarine warfare towed array
sonar and torpedo defence system.
The future USS Zumwalt will
be the first of three Zumwaltclass destroyers. The second two
Zumwalt-class destroyers planned
are the future USS Michael Monsoor
(DDG 1001) and the future USS
Lyndon B. Johnson (DDG 1002).
The four Rolls-Royce gas turbine
generator sets have already been
delivered and installed in the future
USS Michael Monsoor, and a similar
entire generation, auxiliary
and propulsion systems at
the pier. These propellers
weigh the same as the actual
propellers but generate
a significant amount of
torque and almost no thrust,
allowing for pier side testing.
package for the future USS Lyndon B.
Johnson is scheduled for delivery in
late 2015 and early 2016.
They are a forward-looking class
designed to undertake a wide range
of roles, primarily land attack and
littoral or shallow-water coastal
missions. They will provide an
independent forward presence and
deterrence, and support Special
Operations forces, as an integral
part of joint and combined
expeditionary forces. JW
33
THE BIG
CUSTOMER SUPPOR T
Remote
energy
monitoring –
information at
your fingertips
data game
Fleet comparisons and trends
can be analysed on a daily
or monthly basis on the web
portal. Feedback can influence
crew behaviours and encourage
working/learning together,
so best practice can be
adopted to reduce fuel
consumption.
The web portal gives
operators access to the data
and provides evidence of
a vessel’s compliance with
emissions regulations.
Upgrades or other measures
taken to improve energy
efficiency can be accurately
accessed and verified.
Extracting value from information can lead to more confident
decision-making. For vessel operators such as Golden Energy
Offshore, that results in greater operational efficiency, cost
reductions and reduced risk of equipment failure
W
ith fuel accounting
for up to 50
per cent of
operating costs
vessel operators
increasingly
need clear visibility of energy use
and emissions. It is also a comparison
criterion for charterers.
Golden Energy Offshore is a fully
integrated shipowner and operator
of modern specialised offshore vessels
for the global oil and gas industry
and takes big data seriously. The
company’s operations have grown
significantly in under a decade.
From operating two vessels in
2007, it now owns and operates
nine modern vessels with an
average age of three years.
Golden Energy Offshore´s goal
is to achieve a highly cost-effective
34
BELOW: The Acon
Energy Monitoring
System captures
on-board data
and displays it
via a web portal.
operation for all of its vessels and it
has recently launched a five-year plan
to save fuel. A management system
known as GIMS (Golden Energy
Offshore Internal Management System)
keeps track of the energy performance
indicators that are used to measure
energy use on all its vessels.
In the Golden Energy Offshore fleet
are two Rolls-Royce UT 776 CD PSVs
with oil spill clean-up capability that
operate out of Tananger in Stavanger,
Norway. With the need to monitor
the vessels’ fuel consumption,
operating profile and emissions, the
Rolls-Royce Acon Energy Monitoring
system was added to the vessels’
Acon control and automation system
and Rolls-Royce started to collect
vessel data earlier this year.
The Acon Energy Monitoring
system captures data on board,
transfers the data ashore, processes
it and displays it graphically in a
variety of forms via a web portal.
The team at Golden Energy Offshore
can then view the detailed energy
consumption performance of their
vessels and take any action. The data
is updated daily.
On board the vessels the
captains are also involved in
optimising the information that
is displayed on the screens. As
there are already many screens
with a lot of information on
the bridge, it is important they
are programmed to display
only essential information and
do not overload the user.
Golden Energy Offshore has made
considerable progress integrating
sustainability into business processes
and systems.
“We are now ready for the next step,
addressing sustainability challenges in
a way that creates growth,” says Per Ivar
Fagervoll, CEO Golden Energy Offshore.
“We will never stop working to
be transparent and responsible, but
we must now add to this and take
sustainability a step further, and
the pilot project with Rolls-Royce,
developing and implementing the
Acon Energy Monitoring system is an
important tool for us.
“It enables us to monitor the
power distribution of the vessels and
gives reliable information of general
systems condition from monitoring
the propulsion machinery. It can
also give us insights on machinery
that is performing above the normal
specification.
“We are able to optimise the energy
use on board by taking advantage of
various switchboard configurations,
efficient use of the generators for
stand-by sailing and when in DP mode.
Accurate fuel consumption measured
at an early stage gives us the
opportunity to adjust the vessels speed
and trim to save fuel.
“By focusing on fuel consumption
and emissions we believe this will give
Golden Energy Offshore a competitive
advantage. Saving 1-2m³ of fuel each
day results in significant fuel savings for
charterers, which can mount up over a
two year period or more. We also have
an environmental responsibility and
as a company focus on emissions and
sustainability.”
There is also a trend in governments
providing incentives for companies
that are going green. The two UT
776 CD´s are already at the top of the
Environmental Ship Index (ESI). Dieselelectric propulsion powered by four
Bergen C25:33LCD diesel generator sets
is designed to minimise emissions over
a wide range of operating conditions.
An ESI score of over 50 now attracts
a reduction in harbour and pilot
readiness fees in two ports in Norway
(Ålesund and Stavanger).
But this is not unique to Norway.
The ESI operates under an umbrella of
IAPH’s environmental initiative – WPCI
(World Ports Climate Initiative) and a
growing number of harbours around
the world are now considering and
giving fee reductions. There are
also NOx tax implications in the
Norwegian sector.
As Golden Energy Offshore has two
vessels operating out of Stavanger
twice a week the saving could be
significant. “Hopefully the industry
will continue to reward environmental
friendly companies for their efforts into
the future,” says Per Ivar.
Since the project started in
late 2014, there has been great
commitment and engagement from
both sides.
ABOVE: The data
monitoring system
could help save tens
of thousands of
pounds each year.
BELOW: Per Ivar
Fagervoll, CEO of
Golden Energy
Offshore.
“We have learned a lot from each
other, and the co-operation has
paid off,” says Per Ivar. “Choosing
the Rolls-Royce monitoring system
was the optimal choice for us since
we have two Rolls-Royce designed
vessels with Rolls-Royce equipment
on board.
“We knew we would not
meet any barriers of third-party
equipment integration. The
operational profiles of these
two PSVs, with their extremely
sophisticated equipment, are quite
different from deep-sea vessels.
“Besides running our fleet in the
most efficient way there is also the
human factor to consider. By focusing
on the environment, we – along with
our crew, captains and chiefs – are
motivating each other to pass on
the right behaviours.
“We are therefore proud that
Golden Energy Offshore is one of
the few companies in the world
that has the ISO 50.001 certification
for their entire fleet of offshore
service vessels.” GEN
FIND OUT MORE
[email protected]
35
THE LNG
CUSTOMER SUPPOR T
CREDIT: BERGEN TANKERS
MAKEOVER
Time – the
biggest challenge
“The biggest challenge of this or
any other retrofit is the amount of
time available to complete all the
work required,” says Sølve Bratland,
Commissioning Project Manager.
“The old systems must be removed
and replaced with the new, then
integrating and commissioning them
must be completed against tight
deadlines. A particular challenge
– and source of satisfaction – was
connecting the new technology
to the legacy systems on board, so
they all work together seamlessly.
At Rolls-Royce, we have a strong
engineering community with
significant knowledge and experience
of integrating such complex systems.”
It’s not only new builds that can benefit from using
LNG as a marine fuel. A retrofitting service from
Rolls-Royce can deliver the same economic and
environmental benefits to existing vessels
I
n June 2015, Bergen Viking returned
to service following a successful
retrofit to convert the vessel from
diesel-electric to LNG-electric
propulsion. John Knudsen, President,
Commercial Marine, says: “The Bergen
Viking project demonstrates that LNG
is an option not just for new vessels,
but can be successfully retrofitted into
existing ships to deliver significant
economic and environmental benefits
for owners.”
Bergen Viking is a 95m chemical and
product tanker, supplying diesel and
petrol along the Norwegian coastline.
Delivered in 2007, it is part of a total
fleet of six vessels owned by Bergen
Tankers AS.
The retrofit replaced four of the
ship’s original six diesel generator
sets with two Bergen 26:33L6AG gas
gensets, one in each of the ship’s port
and starboard engine rooms. Each
Bergen engine, rated at 1,460kW,
delivers sufficient power to replace
three of the ship’s original diesel
gensets, but two were retained, one in
each engine room to provide auxiliary/
emergency power.
The engines supply power to all
the ship’s electrical equipment, as
well as propulsion. There is a 900kW
electric motor on each propeller shaft
and a smaller motor powers the
bow thruster.
ferries, tugs and offshore support
vessels. The first engines using LNG
entered service in 2006 powering
doubled-end car ferries.
LNG reduces nitrogen oxide (NOx)
emissions by about 90 per cent while
sulphur oxide (SOx) and particulates
emissions are negligible. LNG engines
also reduce CO2 emissions by 25 to
30 per cent in general, compared
with diesel or heavy fuel oil powered
vessels. Emissions from Rolls-Royce gas
engines are already within the limits
of International Maritime Organisation
(IMO) Tier III environmental legislation,
due to come into force in 2016.
Emissions reduction is important to
Kjell Olav Haugland, Managing Director
of Bergen Tankers. “Our fleet sails along
the long and beautiful Norwegian
coast, and visits several ports every
day, therefore reducing emissions is an
obligation we take very seriously,” he
says. “With Bergen Viking returning to
service now LNG powered, we are also
looking forward to significant savings
in operational costs.”
The power of LNG
“OUR FLEET SAILS ALONG THE LONG
AND BEAUTIFUL NORWEGIAN COAST,
THEREFORE REDUCING EMISSIONS IS AN
OBLIGATION WE TAKE VERY SERIOUSLY”
LNG is growing in popularity as a
marine fuel, and to date Rolls-Royce
has delivered a total of 63 LNG engines
to a range of ship types, including
coastal cargo ships, tankers, cruise
36
Efficient
Cost savings can result from the
highly efficient nature of the Bergen
lean burn gas engines, which turn
around 50 per cent of the energy in
the fuel into power at the flywheel.
training courses on products and
associated control and automation
systems help customers optimise
their operations.
Worldwide experience
ABOVE: The LNG gas
tanks on the deck of
Bergen Viking during
the final stages of its
retrofit.
The engines’ lean burn combustion
technology is also very robust and
ensures they can operate on a wide
range of gas qualities.
Efficiency does not come at the
expense of power. Bergen gas engines
are as responsive as their diesel
counterparts. Variable turbocharger
geometry responds quickly to throttle
changes, delivering the torque
necessary to meet the increased
power demand, and fuel efficiency
throughout the power range.
Engine rooms on gas-powered
vessels also stay much cleaner,
saving operators’ time and money by
reducing the frequency of cleaning
tasks and the cost of chemicals. Crews
also appreciate the clean, safe working
environment.
Rolls-Royce also supplied Bergen
Viking’s LNG fuel containment system
and the control and safety system.
Two 155m³ LNG tanks store the fuel
ABOVE: A threedimensional view of
where the LNG gas
tanks are situated on
board Bergen Viking.
and are approximately 18m long and
6m high. They are mounted on each
side of the deck towards the bow
in the only space available. The LNG
fuel containment system and control
system are configured for redundant
propulsion, with crossover options
both on bunkering and supply lines.
Bunkering LNG should be possible
as part of Bergen Viking’s normal
operating routine, with refuelling
required about every three weeks.
Crew training is a key part of every
Rolls-Royce LNG installation, to get
the best out of the new systems and
operate the vessel safely. A range of
Bergen engines fuelled solely by
natural gas have been in production
since 1991 and have completed more
than 25 million hours of operation,
with one million at sea. Since the
introduction of Bergen Engines lean
burn technology, more than 650
gas engines havebeen delivered.
Recent contracts include a
collaboration agreement with
Spanish energy company Gas
Natural Fenosa to develop and
install a Bergen C26:33L6AG gas
genset on the Baleària-operated ropax
ferry Abel Matutes. The contract gives
Rolls-Royce its first reference for a
pure-gas engine installation on a
European-flagged ferry operating
outside of Norwegian waters.
In Singapore, Keppel Shipyard has
ordered two Bergen B35:40V20AG
gas engines for power generation on
board a Floating Liquefaction Vessel
(FLNGV) owned by Golar LNG Ltd.
The vessel Hilli was a former LNG
carrier and is being converted to a
FLNGV carrier.
The contract includes an option for
an additional two engines for a second
Golar LNG carrier to be converted. SK
FIND OUT MORE
[email protected]
37
CUSTOMER SUPPOR T
DOUBLE DUTCH
Global services network
HEADQUARTERS
When the new ferry Texelstroom begins operations in the Netherlands, it will be supported
with a Marine Care service agreement for the planned and unplanned maintenance of four
azimuth thrusters, signed between Rolls-Royce and Dutch operator TESO
T
mix of vehicles.
Rolls-Royce supplied the four
azimuth thrusters. Two US255 thrusters
with fixed pitch propellers are located
at each end of the symmetrical
double-ended vessel. There are regular
planned maintenance checks.
Thrusters can be removed and
installed via the vehicle deck with
the ferry afloat, allowing quick
replacement in the event of one being
damaged. The spare thruster is used
as part of the exchange programme
where a thruster is removed for
overhaul at regular intervals. That
thruster then becomes the spare in a
continuous rotation.
Texelstroom will be 135m with a
wider beam to carry the same number
of passengers, but a larger mix of
vehicles. It will have electric drive to
the Rolls-Royce thrusters that satisfy
all the propulsion and manoeuvring
TAKING CARE
ABOVE: When TESO’s
new passenger
and vehicle ferry
Texelstroom goes
into service in 2016,
it will be covered
by a Rolls-Royce
Marine Care service
agreement.
BELOW: Maintentance
of the thrusters on
Dokter Wagemaker
has been covered by
Rolls-Royce since 2006.
requirements. Power
is by dual fuel engines using
CNG, supplemented by batteries
and 700m2 of solar cells.
The thruster layout and the ability
to exchange thrusters afloat is the
same as Wagemaker, but Texelstroom
thrusters have an integral condition
monitoring system, allowing more
effective planning of service and
giving even more confidence in
reliability.
On delivery, Texelstroom will become
the main TESO ferry, with Wagemaker
covering weekends and other busy
periods. RW
RUSSIA
Office 41H, 32, Nevsky pr.,
191011 St. Petersburg
Tel: +7 812 313 7551
(+7 961 803 3181 – 24/7)
NAVAL
110 Norfolk Street, Walpole,
MA 02081, USA
Tel: +1 508 668 9610
Fax: +1 508 668 5638
SWEDEN
PO Box 1010, S-68129 Kristinehamn
Tel: +46 550 840 00
(+46 550 84100 – 24/7)
PO Box 3, Filton, Bristol,
BS34 7QE, UK
Tel: +44 117 979 1234
Fax: +44 117 974 8666
UNITED KINGDOM
Taxiway, Hillend Industrial Park,
Dunfermline, Fife KY11 9JT
Tel: +44 1383 82 31 88
(+44 7831 167138 – 24/7)
SUBMARINES
PO Box 2000 Raynesway, Derby,
DE21 7XX, UK
Tel: +44 1332 661461
Fax: +44 1332 622935
Unit G35 Wellheads Industrial
Estate, Dyce, Aberdeen, AB21 7GA
Tel: +44 1224 774173
NORTHERN EUROPE
ITALY
Via Castel Morrone, 13,
16161 Genova
Tel: +39 010 749 391
(+39 348 476 5928 24/7)
DENMARK
Vaerftsvej 23, DK-9000 Aalborg
Tel: +45 9930 3600
FINLAND
Itämerenkatu 5, FI-00180 Helsinki
Tel: +358 9 4730 3301
PO Box 220, FI-26101 Rauma
Tel: +358 2 83 791
(+358 2 83 794 722 – 24/7)
FRANCE
4 place des Etats-Unis, Silic 261,
F-94578 Rungis Cedex
Tel: +33 1 468 62811
THE NETHERLANDS
Werfdijk 2 (Port 2828), 3195
HV Pernis, Rotterdam
Tel: +31 10 40 90 920
NORWAY
P.O.Box 1522, N-6025 Ålesund
Tel: +47 81 52 00 70
(+47 900 10 997 – 24/7)
Fax: +47 70 01 40 14
Bergen Engines
P.O.Box 924 Sentrum,
N-5808 Bergen
Tel: +47 81 52 00 70
(+47 55 53 64 00 – 24/7)
Bergen/Laksevåg – Service
[email protected]
38
POLAND
Kontenerowa Street 8, 81-155 Gdynia
Tel: +48 58 782 06 55
COMMERCIAL
Borgundvegen 340, P.O. Box 22,
N-6025 Ålesund, Norway
Tel: +47 81 52 00 70
Fax: +47 70 10 37 03
GERMANY
Fährstieg 9, D-21107 Hamburg
Tel: +49 40 780 9190
FIND OUT MORE
Chrisse.kemp@rolls-royce
PICTURES COURTESY OF TESO
he new passenger
and vehicle ferry
Texelstroom is due
to go into service in
2016, operating from
the Dutch mainland
to the island of Texel.
The Marine Care service agreement
signed with operator Texels Eigen
Stoomboot Onderneming (TESO)
follows the contract award to supply
four (plus one spare) Rolls-Royce US
255 P430 FP azimuth thrusters to this
double-ended, dual fuel and solarpowered ferry.
Marcel Wandel, Sales Manager,
Benelux, said: “This is the second TESO
vessel we have signed a Marine Care
agreement for. The first covered the
thrusters on Dokter Wagemaker. The
agreement for Texelstroom is similar
and will be activated when the vessel
enters service.”
The agreement covering Dokter
Wagemaker was signed in 2006,
with Rolls-Royce taking responsibility
for thruster maintenance at a fixed
cost per running hour. The dieselelectric ferry carries 1,750 people
and has two car decks, capable of
transporting 320 cars or an equivalent
MARINE
62 Buckingham Gate, London,
SW1E 6AT, UK
Tel: +44 207 222 9020
Fax: +44 207 227 9186
Training Centre P.O.Box 1522,
N-6025 Ålesund
Tel: +47 70 235 100
Fax: +47 70 10 37 01
SOUTHERN EUROPE
GREECE
25, Poseidonos Ave.,
Moschato, Athens 18344
Tel: +30 210 459 9688/9
(+39 348 4765 929 – 24/7)
SPAIN
Estartexe, 8 oficina E,
48940 Leioa – Vizcaya, Bilbao
Tel: +34 944 805 216
ASIA PACIFIC
AUSTRALIA
Unit 4, 344 Lorimer Street,
Port Melbourne, Victoria 3207
Tel: +61 396 444 700
Unit 2, 8 Wallace Way, Fremantle
WA 6160, Perth
Tel: +61 8 9336 7910
INDIA
D/505 TTC Industrial Area, MIDC
Turbhe, Navi Mumbai 400703
Tel: +91 22 6726 38 38
(+91 773 877 5775 – 24/7)
SINGAPORE
No 6, Tuas Drive 1, Singapore 638673
Tel: +65 6862 1901
Fax: (+65 6818 5665 – 24/7)
NEW ZEALAND
175 Waltham Road, Waltham,
Christchurch
Tel: +64 3 962 1230
CHINA
1-7 Sai Tso Wan Road, Tsing Yi Island,
N.T., Hong Kong
Tel: +852 2526 6937
(+86 135 0173 0172 – 24/7)
No 1 Xuan Zhong Road – Nan Hui
Industrial Zone, Shanghai 201300
Tel: +86 21 5818 8899
(+86 135 0173 0172 24/7)
Room 1204/1206 Swissotel,
21 Wu Hui Road, 116001 Dalian
Tel: +86 411 8230 5198
(+86 135 0173 0172 – 24/7)
No. 107-4, Shiyu Road, Tianyi Village,
Nansha District, 511475 Guangzhou
Tel: +86 20 8491 1696
(+86 135 0173 0172 – 24/7)
JAPAN
Yamasaki Building 1st & 2nd Floor,
1-15-11, Kinpei-cho,
Hyogo-Kobe 62-0873
Tel: +81 78 652 8126
C/Dinamarca s/n (Pol. Ind.Constanti)
43120 Constanti, Tarragona
Tel: +34 977 296 444
(+34 977 296 446 – 24/7)
REPUBLIC OF KOREA
197, Noksansaneopbuk-ro
Gangseo-gu, Busan 618-818
Tel: +82 51 831 4100
TURKEY
Nazan Sok. No:2 Lagoon Plaza D:3
34940 Tuzla, Istanbul
Tel: +90 216 446 9999
(+90 549 42 42 422 – 24/7)
RUSSIA
5 F, 3b, Streinikova str.,
Vladivostok 690065
Tel: +7 4232 495 484
MIDDLE EAST
& AFRICA
NAMIBIA
PO Box 4414, Old Power Station,
2nd Street East, Walvis Bay
Tel: +264 642 275 440
(+264 811 274 411 – 24/7)
UNITED ARAB EMIRATES
PO Box 261103, Oilfield Supply
Centre, Shed no. 47,
Jebel Air Free Zone, Dubai
Tel: +971 4 883 3881
(+971 5 0645 9170 – 24/7)
AMERICAS
BRAZIL
Ilha do Caju 131, Ponta da Areia,
Niterói, Rio de Janeiro, CEP 24040-005
Tel: +55 2707 5900
(+55 21 7101 1222 24/7)
CANADA
142 Glencoe Drive, Mount Pearl,
St Johns, Newfoundland, A1N 4P7
Tel: +1 709 748 7650
(+1 709 687 1673 – 24/7)
96 North Bend Street,
Coquitlam BC, V3K 6H1, Vancouver
Tel: +1 604 942 1100
(+1 604 365 7157 – 24/7)
MEXICO
Edif. Torre del Pilar, Blvd Ruiz
Cortinez #3642, Boca del Rio,
Veracruz, 94299
Tel: +52 229 272 2240
(+52 229 272 2246 – 24/7)
USA
110 Norfolk Street, Walpole,
MA 02081
Tel: +1 508 668 9610
(+1 877 598 6957 – 24/7)
10125 USA Today Way, Miramar,
Fort Lauderdale, FL 33025
Tel: +1 954 436 7100
1880 South Dairy Ashford,
Ashford Crossing II, Suite 301,
Houston, TX 77077
Tel: +1 281 902 3300
Pelican Island # 1, 2929 Todd Road,
Galveston, TX 77554
Tel: +1 409 765 4800
(+1 832 298 7804 – 24/7)
200 James Drive West,
St Rose, LA 70087
Tel: +1 504 464 4561
1731 13th Ave SW, Seattle, WA 98134
Tel: +1 206 782 9190
(+1 206 499 8245 – 24/7)
24/7 TECHNICAL
SUPPORT
ROTTERDAM, tel: +31 20 700 6474
HOUSTON, tel: +1 312 725 5727
SINGAPORE, tel: +65 6818 5665
Email: marine247support@
rolls-royce.com
FURTHER ONLINE
CONTACTS
INFORMATION
RR Marine International Offices:
www.rolls-royce.com/marine/
contacts
Marine Services Contacts
& Locations:
www.rolls-royce.com/marine/
services/contacts_locations
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